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Cars, roads, traffic jams
With a low population density, traffic jams in Moscow are the longest and longest among the world's capitals. They spread like metastases throughout the city, creating unbearable conditions for the life of ordinary (without "flashing lights") Muscovites. According to Yandex statistics, in 2009 in Moscow, on average, cars were stuck in traffic jams for 12 hours a month. An average Moscow traffic jam takes 1 hour and 26 minutes. Statistics show that from March to May 2010, up to 800 traffic jams were formed in Moscow every day, each with 1,400 cars stuck. The most congested road artery is the section of the Third Transport Ring from Kutuzovsky Prospekt to Shmitovsky Proezd - the Moscow City area. The statistics also show that the peak of Moscow traffic jams on a weekday falls on the periods from 8 to 10 and from 18 to 20 hours. December 24, 2010 the total length of traffic jams in Moscow was 3 thousand km. And after 5 days (December 29) a new record was set - the length of traffic jams by the evening exceeded the mark of 3300 km. As analysts of the Yandex. Traffic jams”, high traffic congestion in Moscow was observed that day for 10 hours. On some highways, congestions stretched from the Moscow Ring Road to the Third Ring. The south of Moscow remained the busiest until nightfall.
According to research by specialists from the company IBM, which develops urban transport management systems, in 2010 Moscow ranked first in the list of world megacities in terms of the amount of time drivers spend in traffic jams. In addition, the Russian capital became the fourth in the ranking of cities with the most difficult traffic.
So, with a relatively low population density, Moscow turned out to be the most difficult-to-travel capital. There are several reasons for this.
Since the mid-90s, the growth of the Moscow vehicle fleet has been approximately 10% per year. Such a speed of motorization was not found anywhere else in large cities. The total number of cars driving on the roads of Moscow and the Moscow region exceeded 7 million. This was announced on February 28, 2011 by the chief state traffic safety inspector of the Moscow region, Sergei Sergeev. According to him, over the past five years, the increase in vehicles in the Moscow region amounted to 42.5% (plus 750 thousand cars), reaching 2.66 million cars registered in the region. And the car fleet of the capital at the beginning of 2011 grew to 4.5 million cars, which corresponds to 390 cars per 1000 Muscovites (11.5 million people live in the city) or on average 1 car per family (in Moscow 3.9 million living quarters, which is close to the number of families). This indicator matches or even exceeds the level of motorization in other metropolitan areas. Table 9 shows the change in the number of cars in Moscow since 1940.
Table 9
| Year | 1940 | 1950 | 1960 | 1970 | 1980 | 1990 | 2000 | 2010 |
| Number of cars, 1000 pcs. | 54 | 81 | 148 | 500 | 900 | 1 400 | 2 000 | 4 500 |
Graph 2 clearly demonstrates the rapid growth of cars in Moscow since 1990.
In New York City, more than half of households do not have a car. Public transport is the most popular way of getting around here. Thus, in 2005, 54.6% of New Yorkers commuted to work using public transport.
Every day, up to 700 thousand cars simultaneously leave Moscow roads, while for traffic without traffic jams their number should not exceed 400 thousand. Head of the department for organizing and coordinating the activities of the traffic police, Evgeny Smirnov, told Rossiyskaya Gazeta in an interview with Rossiyskaya Gazeta.
The rapid growth of the individual vehicle fleet has led to a significant increase in traffic intensity and the load on the road transport infrastructure of Moscow, which has ceased to meet today's requirements. Traffic flow surveys carried out by the Research and Design Institute of the General Plan of Moscow show that the main UTS is currently operating either at the limit of its capacity, or has exhausted it. The main reason for the complex and in many respects negative transport situation in the capital is the disproportion between the level of motorization and the length of the road traffic network.
Indicators of the density of the UDS of world capitals are given in table. ten.
| Town | UDS density, km / km2 |
| Paris | 15,00 |
| New York | 12,40 |
| Tokyo | 10,60 |
| London | 9,30 |
| Average | 11,83 |
Bakhirev I. A., Problems of road network design in the largest cities, Architecture and construction of Russia, No. 7, 2008
As of 01.01.2006, the total length of the UTS in the city was 4677 km with a density of 5.51 km / km2 (inside the Moscow Ring Road), and the length of highways was 1310 km with a density of 1.54 km / km2. In accordance with the data in the table. 9, in Moscow the UDS density is only 46.5% of the average value for the world capitals. At the end of 2010, the total length of Moscow streets (including embankments) amounted to 4,836 km (an increase of 3.4% over 5 years) with a total UDS area of 89.7 million m2 (the average width of a Moscow street in the “red lines” is 18, 5 m). This is 8.7% of the city's territory. And at the same time, the network bandwidth is the lower, the further it is from the center - that is, where there are areas of mass residence. With the current traffic intensity and traffic density, the additional need of the city is at least 2,250 km (plus 48%) of the road network, including 400 km (+ 31%) of highways.
According to a study of traffic on the main highways of Moscow, carried out by I. A. Bakhirev in 2006, the average speeds were: on ring highways - 50 km / h, on radial - 22 km / h, with a total average speed of 29 km / h. Today this speed has dropped and is no more than 25 km / h.
With an equal air distance between the points of departure and destination, a Moscow motorist is forced to run over on average 20-30% more than his colleague in any well-planned city. The reason for this redundant transport work is the low connectivity of the Moscow UTS. In the segments of the Moscow territory located between the Third Transport Ring, the Moscow Ring Road and the railways, the UDS connectivity rank is equal to one, i.e. local residents have exactly one way to get out by car from their neighborhood to the “mainland”. And it also means that you can get into the neighboring block, located on the other side of the railway, only by bypassing, by traveling along two radial highways and the Moscow Ring Road.
In New York, where the principle of orthogonal streets is implemented, the driver always has the opportunity to avoid traffic on a parallel street. Back in the middle of the twentieth century, it became clear to the New York authorities that expanding streets was a waste of time and money, and instead, transit highways began to be laid in the city, allowing you to quickly get to the desired area or leave the city. As a result, the average speed in New York today - 38 km / h (24 mph) - is the speed of the "green wave" of city traffic lights.
Thus, when the speed in New York is 52% higher than in Moscow, the Muscovite passes more. As a result, he spends 65% more time than a New Yorker on the same distance. According to the US Census Bureau, New Yorkers travel from home to work in 38.4 minutes. Taking into account traffic jams, in Moscow the average time required for the same journey exceeds 1 hour. Naturally, a higher mileage at a lower speed of movement significantly loads the roads, continuing to reduce the speed on the roads.
As sociological studies show, it is comfortable for a person to get to work in no more than 45 minutes. A long trip in traffic jams significantly affects the general condition of a person, leading to fatigue and reducing labor productivity.
Kilometers, squares, money
Over the past 20 years, the city government has focused its main attention and funds on road construction in an effort to ensure the movement of cars. For the development of public transport, money was allocated according to the "leftover principle". But even large-scale road construction did not allow to catch up with the rapid growth of the capital's car fleet: every year the number of cars in the city increased by an average of 300 thousand. At the same time, all development projects were obliged to require the construction of large parking lots, which stimulated more and more active use of cars. As a result, the rate of development of the road network (3.4% over 5 years) lagged far behind the city's motorization (50% over 5 years). Naturally, the transport situation in Moscow has noticeably deteriorated.
To continue the development of the city in the same direction, huge funds are required - today alone, to build the 400 km of highways necessary for the city, 4 trillion rubles are needed (the cost of building 1 km of the Fourth Transport Ring was approximately 10 billion rubles) and it is necessary to increase the streets (2250 km) another 2.5 trillion rubles (at least 1 billion rubles / km). Total - 6.5 trillion. As D. Gaev (at that time - the head of the State Unitary Enterprise of the Metropolitan) said, at the end of 2010 the cost of building a metro line was 5 billion rubles / km, and the city lacks 100 km of lines, for the construction of which 0.5 trillion rubles. Thus, today more than 7 trillion rubles are needed to solve the transport problem. Even if this money is found, it will take several years to eliminate the current deficit of roads - so with a threefold (!) Increase in the volume of road construction - 10% of the increase in roads in 5 years, it will take 48 years! During this time, the number of cars will still grow, and again there will not be enough roads.
The revenue side of the Moscow budget for 2010 amounted to just over 1 trillion rubles, of which most of the funds are spent on ensuring the current existence of the city and solving social issues. In other words, the available funds will not be enough to continue the development of the city's transport infrastructure in the same direction. Moreover, due to a lack of funds, some of the planned road construction projects have already been curtailed or postponed, for example, the Fourth Transport Ring or the construction of an interchange on the Garden Ring near Zubovskaya Square. Therefore, it is necessary to look for solutions with minimal financial costs, otherwise the urban transport system will further hinder the development of the city.
As a real alternative to private cars and the corresponding build-up of roads, today there can be only public transport, as evidenced by the experience of world capitals. At the same time, it is necessary to focus the main efforts and funds on the maximum use and modernization of the existing potential, complementing and expanding it. At the same time, the existing traffic system should be optimized by adjusting the work of traffic lights, organizing one-way traffic and carrying out other activities.
The basis (skeleton) of Moscow's urban passenger transport is the subway Normal 0 false false false RU X-NONE X-NONE MicrosoftInternetExplorer4 - 12 lines, 180 stations, many of which are interchangeable. On average (data from the official website of the Moscow Metro for 2008), the Moscow metro carries 7 million passengers per day: on weekends - less, and on weekdays, daily metro services are used by 9.3 million.. person. The metro connects all parts of the city, allowing you to quickly move to the other end.
The main task of surface urban transport is to transport passengers over short distances within a local area and to transport people to metro stations. Ground transport in Moscow is represented by:
- 5195 buses carrying 8 million passengers daily,
- 1,571 by trolleybus - 2.7 million passengers
- 861 trams - 1.8 million passengers
- About 5 thousand fixed-route taxis - 2 million passengers.
Buses and trolleybuses travel along the main streets and highways of the city in the general flow, that is, extremely slowly - much slower than the low speed of car traffic: large cars with passengers must not only often stop at stops, but also "squeeze" between cars parked along the streets. The introduction of special lanes for buses and trolleybuses can significantly speed up their movement only if there are no parked cars. In fact, this lane should not reduce the carriageway, but use the "impassable" right lane today. At the same time, it is necessary to find parking places for all those cars that stand along the roads today, otherwise they will move to internal passages, paralyzing traffic there.
There is nowhere to build ground parking lots in the city center, so you will have to make the most of the underground space. It should be noted that the cost of building an underground parking today is at least 30 thousand rubles / m2 - a wall in the ground, a waterproofing system, complex engineering - all these are costly budget items. Experience shows that one parking space in an underground parking lot requires at least 40 m2. Thus, the cost of one underground parking space is at least 1.2 million rubles. If on the streets of the city 5% of cars are parked during the day (actually - more), then 225 thousand parking spaces are needed for them, the construction cost of which will be 450 billion rubles. There is practically nowhere to find such money. Thus, ground passenger transport will be able to operate efficiently only with a noticeable decrease in the number of passenger cars on the city's roads. In this case, buses will be able to travel along the vacated lane at an acceptable speed, and their number can be increased, providing acceptable passenger comfort. This is how London's red double-decker buses carry people, which often make up the bulk of the sparse traffic in the city center, where only double-decker buses and cabs can travel in a dedicated lane.
The metro began to "choke" from the influx of passengers, as it already happened on September 7, 2008, when the inauguration of President Dmitry Medvedev took place, and the movement of cars was limited in the center of Moscow. Significantly more people used the metro. On this day, at the Borovitskaya station of the Serpukhovsko-Timiryazevskaya line, passengers wishing to go to the Arbatskaya line formed a queue in front of the escalator, which stretched to the middle of the central hall, where it was connected to a similar queue wishing to go to the Library … Two pairs of escalators on both transfers could not get all passengers out of the station. It turned out to be difficult to get from the track halls to the central one. If the interval between trains were even shorter, the passengers would not be able to get out of the cars, which would lead to a traffic stop, which is warned by the employees of the Moscow metro. According to D. Gayev, at the end of 2010 eight out of 12 metro lines were overloaded (from 10% to 40%). In addition, 86 stations during peak hours have a load of over 20 thousand passengers per hour. The Moscow metro is already working beyond its capabilities: long trains do not fit on the platform, the 40-second interval between trains is the minimum, at which traffic safety can be guaranteed, the number of passengers in carriages significantly exceeds the norm.
But the metro is absolutely essential for the city, especially in new and old areas of mass development. But a simple extension of the metro lines will lead to an additional load on trains and stations - if today a resident of Novokosino can get to the Vykhino or Novogireevo metro stations, then when the line is extended, he will naturally use only one of them, worsening the situation on it … To reduce the load on the metro, it is necessary to build new lines (tunnels, stations, transfers) passing at a relatively short distance from the existing ones. This is an expensive and time consuming process. Therefore, from many Moscow districts, for example, from Lianozovo, Beskudnikovo, Degunino, already the third generation of people get to the metro on overcrowded buses, spending considerable time on this route.
The creation of "intercept" parking lots on the outskirts of the city will also lead to an increase in metro passengers with obvious results.
It is clear that it is not possible to find a quick and cheap way to solve the neglected transport problem in Moscow, the room for maneuver is extremely narrowed. It is urgent to start using those minimum reserves that are still left. The development of transport infrastructure must be carried out without aggravating the current dire situation. The available limited financial resources must be focused on the implementation of projects that can qualitatively change the transport situation in the city in a short time.
Development priority should be given to off-street passenger transport, capable of transporting large flows of passengers over a considerable distance, without disrupting traffic in the city.
Metro, electric trains, trains
Today, in Moscow, for a significant increase in the carrying capacity of the transport system, only railways remain. There are nine railway stations in Moscow: Belorussky, Kazansky, Kievsky, Kursky, Leningradsky, Paveletsky, Rizhsky, Savelovsky and Yaroslavsky. Up to 3 thousand passenger and suburban trains circulate on the road every day. More than 30 million people leave the capital's railway stations annually throughout Russia and abroad. About 10 thousand shippers use the services of the Moscow Railway.
Suburban electric trains carry about 600 million passengers, which is 5 times less than the Moscow metro, which is used by about 3 billion people a year - each Muscovite goes down to the subway more than 250 times annually.
At the same time, the number of lines of the Moscow railway junction and the metro is the same: 11 radial lines each, connected by Malaya Okrug and Bolshaya Koltsevaya railways or a circular metro line, respectively. Small Moscow Ring Railway with a length of 54 km is located within the city and redistributes freight flows along 22 connecting branches. There are 13 stations on the ring, serving over 200 access roads of industrial enterprises of the capital, without carrying out passenger traffic. The large ring connects the stations located on radial lines going in all directions.
The operating Moscow railway junction solves, first of all, the tasks of intercity passenger and freight traffic. It practically does not work as a means of urban passenger transport.
The railway traffic in world capitals is organized differently. In Paris, along with the metro serving the city itself, the RER (Réseau Express Régional d'Île-de-France, "Express network of the Ile-de-France region") is actively operating and developing - a system of high-speed public transport serving the entire Paris metropolitan area. RER is a union of suburban overground railway lines (partly pre-existing, partly newly built and reconstructed) and new ones that emerged in the 1960s and 90s, underground lines within the borders of Paris. The system actively uses deep underground lines within the city. RER and the Paris Metro are integrated thanks to a system of transfers and payment - within the city limits, the same tickets are valid for traveling on it as on the metro. RER stations in Paris are located much less frequently than in the metro, they have, as a rule, a greater depth, and the lines are much less curved. As a result, travel within the city using RER takes noticeably less time than the metro. In total, RER has 257 stations (including 33 within the city boundaries), length 587 km, including 76.5 km underground. The system is used by 657 million passengers per year, or 1.8 million per day: 55,000 passengers travel in each direction on line A per hour - the highest number in the world outside of Japan. Suburban roads in Tokyo, London and New York are also connected to the metro lines as much as possible. In Germany, commuter trains, called S-Bahn (Strassen-Bahn - city rail, and underground U-Bahn, Untergrund-Bahn - underground railway), are an important element of urban transport infrastructure in all major cities. It is fundamentally important that some of the metro and electric train lines in cities run on the ground and above the ground (in New York, more than 30% of the lines and stations are not underground), leaving roads for cars.
Only in Moscow city and suburban railways are separated both technically and organizationally: the metro is a city structure, and the railroad is a Russian joint-stock company, in fact, a federal monopoly. As a result, the suburban railway is not integrated into the urban transport system, it develops autonomously, although there are all prerequisites for such integration, because the idea of "deep inputs" of railways into the city, expressed 100 years ago by the famous railway engineer Vladimir Obraztsov, proposed the creation of the Yaroslavl Paveletskaya and Kiev-Ryazan railway lines. At the same time, the city already has intracity railway lines for passenger traffic - Rizhsko-Kurskaya, Kursk-Smolenskaya, Smolensko-Savelovskaya. Kursk-Oktyabrskaya and Rizhsko-Gorkovskaya lines can also be created. The Small District Railway also has a huge potential for passenger traffic, the completion of which for the needs of urban passenger transport can become a much cheaper alternative to the interchange circuit, designed as a subway.
It is fundamentally important that in many parts of the city, railway lines are outside the metro's coverage area. So, along Lianozov, Beskudnikovo, Degunino there is the Savelovskaya railway, along which you can get not only to Savelovsky, but also to the Belarusky railway station and further along the Smolensk road to the west of the capital. In addition, the Savelovskaya road intersects with the Riga and Leningradskaya roads, the availability of transfers to which would allow residents of these remote areas to quickly get to other areas of Moscow. However, there are no such transfers …
In order for the railway to become an important element of the urban passenger transport structure, it is fundamentally important to solve two problems:
- integrate the railway with the metro - a unified payment system, convenient transfers, similar to how transfers between metro lines are organized
- to orient the lines exclusively for urban (in a megalopolis) passenger traffic, for which it is necessary to divide railway transport into two components - suburban / urban and long-distance / high-speed.
Part of the railway tracks in the city can be made buried, providing passage over them, or on overpasses, which allows you to drive under them. Existing city railways do not require land acquisition, which is one of the significant cost items for other transport construction options.
The separation of urban electric trains from the general structure of railways (previously, the metro was also part of the Ministry of Railways and originally bore the name of People's Commissar of Railways L. M. Kaganovich) allows not only to reduce the load on long-distance train stations, but also makes it possible to reduce their number. In total, 3 - 4 intercity railway stations can function in Moscow, combining several existing railway directions, the transition to which trains must carry out outside the metropolis. The optimal solution is underground train stations connected to metro stations. In this case, significant urban areas can be freed up. The creation of large underground stations for long-distance trains is a well-known international practice. So, the Grand Central Station of New York, located in mid-Manhattan, has 44 platforms and 67 tracks, which are located on two underground levels - 41 tracks on the upper level and 26 on the lower level. A new Long Island Railroad station will soon open below the existing levels, and Grand Central will have 75 tracks and 48 platforms. The station has an integrated New York metro station of the same name.
The creation of an urban railway today is the least costly and fastest way to organize a full-fledged and efficient segment of urban passenger transport, capable of taking on a significant part of the passenger traffic. Naturally, this should not stop the construction of the metro as the basis of the transport system in the central part of the metropolis. Metro stations in a city should be located at a minimum distance from each other, as in Paris, London, New York or Tokyo. In this case, the need for slow and clumsy ground passenger transport can be significantly reduced, freeing up roads for private cars. You can recall the experience of Tokyo, where the massive construction of the subway began in the late 50s of the twentieth century, when the city was preparing for the 18th Summer Olympic Games in 1964. And although poor Japan still lay in ruins after the defeat in World War II and the atomic bombings, in the city up to 20 km of metro lines and urban railways were built per year.
The intercity railway should retain its main functions - the delivery of goods and the transportation of passengers between cities.
Buses and trains instead of cars
In order to bring the transport problem out of the impasse in which it is, it is necessary to change the view on the development of transport in Moscow.
At first, building density must not be reduced … Otherwise, trips will become longer, the number of cars on them will increase, and the road network will be fully loaded. Today, everyone knows that small squares and green courtyards do not have a positive environmental effect compared to the damage caused to nature by traffic jams - moving cars smoke much less than those standing at traffic lights. It is necessary to lower the norms for yard plots in new areas of high-rise buildings, giving the vacated territories for roads and driveways, preserving and developing large parks, forests and wildlife reserves.
Secondly, it is necessary reduce the number of parking spaces for cars in the city. They constantly refer to the experience of London, where since 2003 there has been a paid entrance to the central regions. However, it does not take into account the fact that in the capital of Great Britain there are restrictions on the number of parking spaces from above, that is, a more strictly limited number of parking spaces cannot be built in houses, office and shopping centers. This decision makes people actively use public transport. Similar measures are in effect in some cities in Switzerland. In Moscow, the requirements for the number of parking spaces are limited from below, and developers are required to increase the number of parking spaces, which naturally stimulates the use of private cars. As a result, it becomes problematic to enter and exit large parking lots. It is estimated that the completion of all parking lots in Moscow City will bring the Third Ring Road to a halt in the downtown area, as well as neighboring streets in the morning and evening hours, when thousands of clerks in their cars will try to get to multi-storey offices or get out of them home.
Third, it is necessary to focus funds on creating urban passenger railway (electric trains), which should become a full-fledged type of urban passenger transport. The infrastructure of the railway should be changed accordingly - the city electric train should become smaller (cars for 150 people with two doors and a train of 12 cars should not be used in the city) and the tracks for it can be easier, similar to trams. At the same time, large adjoining territories are freed up, which can be used to organize transport routes. Lighter trains make it possible to build cheaper bridges, which also makes it easier to solve the transport problem. The train should serve the entire metropolitan area, integrating all its inhabitants. Naturally, the intervals of electric trains should be minimal, like those of subway trains - special tracks not occupied by long-distance trains can significantly reduce the interval of movement. Electric trains should reach airports, bus stations, railway stations, making life easier for both Muscovites and visitors.
The tram should also be transformed into an off-street transport capable of carrying relatively large numbers of passengers on dedicated lanes. Some high-speed lines can run through built-up areas in tunnels (like in Volgograd) or on overpasses (like the Moscow monorail). When using the same track, the electric train and tram must interact like a regular and light metro, partly passing along the same tracks.
In parallel with the electric train, a suburban railway (PZhD) should operate, serving residents of nearby cities outside the agglomeration. The PR is a part of the Russian railways, which should function in a single complex with a long-distance communication system, with the corresponding trains, traffic intensity, norms and rules in force in Russian Railways. The number of PZhD trains will be ten times less than the number of electric trains - passenger traffic with cities located outside the Moscow metropolitan area is significantly less than within it. PZhD stations located on the border of the agglomeration should be the terminal stations of electric trains.
Such a solution will make it possible to free up huge areas occupied by the railway for the construction of residential and commercial real estate. It is completely unacceptable to locate marshalling yards within the city limits located on each line (for example, in Perovo, Mosselmash, Beskudnikovo), the optimal place for which is the empty territories between the "betonka" and the Big Circular Railway. Warehouses should also be located here. Such a solution will not only free up urban areas, but also reduce the number of trucks entering warehouses in Moscow from different regions of Russia.
To solve this problem, the joint will of the city and federal authorities must be shown.
Fourthly, it is necessary to improve the work of surface urban transport, for which a special lane should be allocated on the highways and main streets of the city, removing parked cars from it. Buses, trolleybuses, fixed-route and regular taxis will be able to use this lane. At the same time, all these cars should have special (today they are yellow, which not all cars carrying passengers have) numbers, which make it easy to monitor traffic in this lane, including automatically using video cameras.
Fifth, it is necessary to improve connectedness of areas the city, for which the connecting passages between the inner streets of the city should be built. Such construction is much less expensive than the creation of highways from existing streets. As a result, it will be possible to reduce the average travel distance and, more importantly, it will be possible to avoid traffic jams. The deepening and elevation of part of the railway tracks to overpasses will significantly improve the local road network.
The transport problem in Moscow can and should be solved in a comprehensive manner, using all available technical means. However, a full-scale solution requires huge financial investments that the city does not have. Therefore, it is necessary today to focus on solving those issues that will relieve stress on the roads at an affordable cost.
Naturally, efforts must be made to change the attitude of Muscovites to transport. Today, a person who commutes to work on public transport is perceived as a failure. Moreover, the size of the car is seen as a measure of success. No other capital of the world has so many large cars, cars of class B and C have filled Paris and London, and in Tokyo minicars (engine capacity - no more than 660 cm3) have special numbers that allow you to travel free on toll roads, special parking lots are allocated for them. places, taxes are reduced. In other words, an active policy is being pursued to reduce the size of cars, which also reduces the environmental burden in the city. Back in the mid-70s of the twentieth century, it was believed in Great Britain that a successful person by the age of 30 should have his own car and drive it to work every day. Today, even highly paid employees of corporations, ministries and banks actively use the train and subway, and the most prestigious office centers are located near train stations and are even integrated into them. So one of the best office centers in London 10 Exchange Square, built in 2005, is located almost at the Liverpool Street Station, and this is an important advantage of this office center. We can say that over 35 years, the consciousness of the townspeople has changed significantly. Not without the help of the authorities.
Today, it is urgent to solve the transport problem of Moscow, otherwise the city will not be able to perform many of the functions assigned to it - the capital of Russia, the economic center of Eastern Europe and Asia, the cultural and scientific center of the country. An attempt to distribute these centers to the periphery of the metropolis will increase the load on the roads and divert funds from realistic solutions.
