The high-speed tram in the Moscow region will run on schedule with short intervals. Light rail transport Light rail tram

As it became known from a conversation between the regional governor Andrei Vorobyov and SPIEF 2017 journalists, the government of the Moscow region suspended the design of a light rail transport (LRT) line, which was announced back in 2013. During the forum, the governor voiced the reason for the delay in the start of construction:

“A more detailed study of the project is necessary regarding the interaction of the LRT with the Moscow Metro and other types of suburban transport”

We are talking, in particular, about the prospects for integrating the new project into the Moscow metro system. In particular, about the existing Myakinino, Volokolamskaya and Kotelniki stations, as well as about the Chelobitevo and Nekrasovka stations, the construction of which is planned for the near future.

So, let's figure out what fate awaits the light metro in the Moscow region, and what news about promising construction should we expect in 2018?

According to Governor Andrei Vorobyov, all roads connecting the cities of the Moscow region go through the Moscow Ring Road, which causes great inconvenience for both residents of satellite cities and residents of the capital. This project is intended to relieve car roads and suburban rail transport, provide additional convenience for the movement of people.

Construction light metro will ensure the strategic development of the Moscow region. According to experts, the implementation of the first section alone, which will connect Podolsk and Domodedovo Airport, will take four years and 57 billion rubles. Two years for design, two for construction and commissioning. According to representatives of the press service of the Ministry of Transport, already in 2022, the first passengers will be able to use the high-speed tram.

In the same year, it is planned to begin construction of the second section of the Domodedovo-Ramenskoye LRT with arrivals at the Zhukovsky air harbor. The length of this line will be about 35 km.

The cost of the first launch complex is estimated at 107 billion rubles. Selected to start the program settlements:

• Podolsk;
• Domodedovo;
• Ramenskoye.

The choice is not accidental. It's all about maximum traffic intensity in the southern part of the Moscow region. The annual passenger flow through Domodedovo Airport is now about 30 million people and in the near future it will only grow. The construction of a light metro will allow passengers and airport workers to get directly to the departure zone.

In addition, at transport hubs, the light metro line will closely approach the railway stations of the Kursk, Ryazan and Paveletsky directions.

The commissioning of the LRT will allow passengers to transfer to other modes of transport at the entrance to the capital. For 2018, the light metro scheme in the Moscow region solves the transport problem in the following areas:

1. On the Southwestern section, a new LRT line will connect the cities of Podolsk and Odintsovo.
2. On Southeast direction direct communication will begin between the cities of Zhukovsky, Vidnoye, Lyubertsy and Domodedovo.
3. In the Northeast direction, it is planned to establish direct communication between the settlements: Balashikha, Korolev, Ivanteevka, Mytishchi and Fryazino.
4. In the northwest, the LRT line will connect Khimki, Dolgoprudny and Krasnogorsk.

The Podolsk-Domodedovo line will include 10 stations, five of which are planned as large transport hubs. The entire program for the construction of a light metro in the Moscow region is designed for 11 years. It is planned to commission about 50 stations by 2028.

Light metro in the Moscow region 2018: design and construction scheme

The 241 km long ring line of the light metro will connect the largest settlements and airports in the region.

The high-speed trams that will run on the LRT are a train consisting of 3 double carriages, equipped to the latest standards: WI-FI, heating and air conditioning systems, video surveillance. The speed of the silent train between stations will reach 80-100 km/h.

If now residents of Podolsk spend at least 90 minutes just to Domodedovo, then with the commissioning of the LRT in the Moscow region, the travel time will be reduced to 15-17 minutes. The capacity of the tram is up to 500 people, which will ensure an annual passenger turnover of up to 60 million people.

Financing and cost of the project

According to experts involved in the design of LRT in the Moscow region, the cost of each kilometer of line will be from 1.5 to 2 billion rubles. The total cost of the project, as a first approximation, will be 250 billion, which is a fairly large amount even for the capital.

This project attracted many investors. More than 10 foreign and Russian companies are ready to invest about 20% of the required funds in the construction and launch of a rail communication system between Moscow and the Moscow region. Return on investment will come from more than just travel fares.

According to the project's calculations, the cost of a ticket for the LRT will not exceed the price set for a train in suburban transport.

Investors will receive most of their money from the development of territories adjacent to the LRT. As planned by the creators, shopping and business centers will appear near the stations. Conducting design surveys and purchasing land is carried out at state expense. All other costs will fall on the shoulders of investors, including a number of large Chinese, French and German companies. According to an official from the Moscow Region government, Russian banks and companies have also expressed interest in developing the project:

1. Sberbank,
2. Uralvagonzavod, etc.

The Morton holding group, whose companies are engaged in the construction of housing in Vidnoye near Moscow, is also ready to invest in the “light metro.” The developer expressed a desire to extend the LRT line to his new buildings. In an interview, the head of the Morton group of companies, Alexander Ruchev, said that the estimated cost of this line will be 280 million USD.

Melbourne, Australia. October 9-11, 2000. 2nd Asia-Pacific Congress. Exhibition "City Transport".
(published based on materials from the "Bulletin of State Electronic Technologies of Russia, No. 6 (39) 2000)

The 5th International Conference on Light Rail Transport took place in Australia, Melbourne, whose tram network is one of the most developed in the world and the largest in the Southern Hemisphere.
The two-day conference was called "Light Rail Transport and Viable Cities", was timed to coincide with the 2nd UITP Congress on the Asia-Pacific region and the exhibition "Urban Transport 2000". The joint holding of these events became the largest event in the life of the transport community in the Southern Hemisphere. The final document of the event was the adoption Melbourne Declaration, which, together with Dresden, are today fundamental documents when making urban planning decisions in the vast majority of countries in the world.

• Conference participants heard reports from leading experts from all corners of the globe on topics such as: “Why light rail is the most attractive alternative passenger transport sustainable city", "How to build a business plan for the deployment of a light rail urban transport network". Delegates were presented with reports on the latest developments and implementations in the field of light rail transport, as exemplified by cities such as Paris, Kuala Lumpur, North American cities, Zurich and Melbourne .
• The Light Rail Conference was of particular interest to rolling stock and equipment operators and developers, city planners and managers, consultants and suppliers. It also covered in detail the issues of marketing and information for passengers, and other aspects of the operation of light rail networks. The conference brought together about 500 leading professionals in the field of public transport from all parts of the globe from 35 countries.
• The exhibition "Urban Transport 2000", which took place at the Melbourne Convention Center, included all the main participants international market Vehicle. 80 companies were registered to participate in the exhibition and placed their exposition on an area of ​​4 thousand square meters.

The main conclusions that can be drawn from the material presented:

1. LRT is today the most dynamically developing public transport in major cities of the world.

2. LRT is a faster mode of transport than buses, trolleybuses and traditional trams, which have greater carrying capacity.

3. For most large cities in the world, and even Russia, LRT is a highly efficient alternative to the metro.

4. LRT, as an environmentally friendly electric transport, largely solves environmental problems in large industrial cities.

5. LRT has significantly (an order of magnitude or higher) higher carrying capacity than personal vehicles, which makes it possible to solve with its help the problem of limited capacity of the road and street urban network, eliminates the need for its significant expansion and reconstruction, and reduces maintenance costs.

6. LRT, which is especially important in the current conditions of the fuel crisis, allows for significant savings on the national consumption of fuel and energy resources, because per one passenger-kilometer LRT consumes an order of magnitude less energy than road transport.

In modern conditions, a significant amount of initial investment plays a significant role in the implementation of LRT. Therefore, the experience of a number of cities that have attracted non-traditional sources for the construction of LRT systems is useful: a concession approach, a combination of private and public capital, granting exclusive rights to investors for the development of adjacent territories, for supply routes by other urban transport (buses), etc.

The industry in the field of rolling stock for LRT is actively developing. Presentations at the Conference and the accompanying Asia-Pacific Public Transport Exhibition featured many new vehicle innovations.

ALSTOM, among other things, presented a comprehensive project CITADIS, which ensures the company's participation in the creation or reconstruction of an LRT system from the design stage to turnkey launch with a new design of rolling stock. The project is being implemented in a number of cities around the world: Montpellier, Orleans, Lyon (France), Dublin (Ireland), Katowice, Gdansk (Poland). The same company offers the METROPOLIS concept for new solutions in the field of traditional (“heavy”) metro. Implemented projects under this concept: London (England), Paris (France), Singapore, Warsaw (Poland), Shanghai (China). As well as the concepts EXTRAPOLIS (X"TRAPOLIS) and CORADIA (CORADIA) - high-speed trains and "rail buses" for urban and suburban railways. All concepts are united by a single ideology and common design solutions.

Siemens offers its development of the COMBINO concept. On its basis, LRT projects are being implemented in the city. Augsburg, Amsterdam, Basel, Bern, Erfurt, Freiburg, Hiroshima, Melbourne, Potsdam, Dusseldorf. Using the COMBINO approach, vehicles for subways and suburban railways are designed and built. The company is active in the market for the modernization of tram and LRT rolling stock during major overhauls at specialized repair plants around the world.

Also of interest is the direction of development of the design activities of another transnational company ADTRANS, which specializes more in rolling stock and infrastructure for railways and subways. However, this company also shows interest in LRT and high-speed off-street transport on new principles, for example: passenger transport shuttles at the Singapore airport, LRT rolling stock for Berlin, etc. A modular principle is also used, on the basis of which projects are implemented: INNOVIA - automatically controlled transport systems, INCENTRO - 100% low-floor rolling stock for LRT, MOVIA - rolling stock for the metro, ITINO - " rail buses."

A number of bus manufacturing companies also took part in the exhibition. Of interest is the chassis design proposed by METROTEC International for buses with an ultra-low floor level (25 cm) and a capacity of up to 82 passengers.

An interesting CIVIS project was presented by IRBAS, a subsidiary of MATRA and SIEMENS. This project proposes a universal urban passenger vehicle that can be driven by both diesel and electric power (trolleybus). Ultra modern design This vehicle is closer to the appearance of LRT rolling stock than to traditional buses.

Representatives of Russian cities. At the exhibition, negotiations were held with representatives of these companies about the possibility of their participation in the preparation of projects, attracting investors and participation in the supply of rolling stock and other equipment. Of particular note is the active search for foreign partners of the representative of Rostov-on-Don. This city has already exceeded the population level of 1 million people, and the city requires modern high-speed transport. However, building a metro system is extremely expensive for a city, so LRT may be the most effective alternative. Agreements were reached with representatives of leading companies to establish working contacts, exchange information between Rostov-on-Don and these companies, and establish cooperation.

A working meeting was held on the same topic with the representative of the EBRD, Guido Bruggerman, who participated in the Conference and was sent by the bank from London to search for projects of interest to the bank in the field of urban passenger transport. During working contacts, it was agreed that the EBRD would be informed of the interest of Rostov-on-Don and other Russian cities in improving public transport infrastructure and assistance would be provided in bringing this to the special attention of the EBRD Moscow office. According to Guido Bruggerman, he may soon be in Moscow to get acquainted with investment projects proposed by Russia on urban transport.

Considering the lack of experience in design and feasibility studies for the construction of LRT systems in Russia, an appeal was made to UITP to provide assistance in such work on one or more pilot projects. The UITP management responded positively to this request, and a meeting was held with the chief manager of the UITP Department for Program Research, Stefaan Willequet. In the near future, he promised to give proposals (recommendations) for companies specializing in the field of consulting in urban transport, with experience in LRT, and with authority over leading banks, which Russian cities will be able to attract loans (including EBRD, IBRD).

Separately, a meeting was held with UITP President J.-P. Bailly and UITP Secretary General G. Rath on issues of expanding and deepening contacts between Russia and UITP. Today, UITP members are the main associations and unions of transport enterprises working in the field of urban public transport: the Metro Association, the GET Association, and RAS. Members of UITP are individual transport enterprises, their number is small. As well as individual manufacturing plants. It is obvious that more active representation and cooperation with UITP is necessary for transport enterprises, manufacturing plants, city administrations (transportation customers), for which a separate committee is provided.

During the meeting, UITP leaders highly appreciated such a representative participation of Russia in the Conference and expressed gratitude for the message conveyed by A.Nasonov. They outlined the position of UITP on the development of cooperation with Russia and other states of the Euro-Asian region.

Today UITP is reorganizing its structure. It is based on a matrix scheme. The division is made on a territorial basis into assemblies and on a subject basis (i.e. by mode of transport: bus, LRT, metro, administrative department, etc.) into sections. Regional assemblies include, for example: North American, Latin American, African, European, etc. A number of countries of the former socialist camp are striving for the European Assembly, although they noticeably lag behind the developed ones in their development European countries, which affects approaches to solving certain problems in the field of urban transport. Of particular concern to UITP is their poor coverage of Russia, the CIS countries, and a number of countries in Central Asia. Considering that these countries have common problems in the field of urban transport, a proposal was made to unite them into the Euro-Asian Assembly with a certain leading role in this assembly for Russia. Of course, the freedom of each UITP participant to take part in the assemblies of other regions is preserved.

The first steps have already been taken by the Metro Association and, especially, by the head of the Moscow metro D. Gaev. The publication of the UITP magazine in Russian began, a group was created to ensure working contacts with UITP (in particular, this group provided the technical side of organizing the trip of the Russian delegation to Melbourne for high level). D. Gaev is the vice-president of UITP, all members of the Metro Association (including those from the CIS) gradually became members of UITP.

UITP is ready to make certain concessions and relaxations to organized participants from the Euro-Asian Assembly, reduce the level of contributions and fees for participation in UITP events, and provide simultaneous translation into Russian in case of large representation. UITP leaders expressed their readiness to support Russian projects in the field of urban transport in international investment and financial and credit structures, incl. EBRD. They can assist in attracting specialized consulting firms and specialists to implement projects.

Considering the large scale of Russia, the large number of cities in it, etc. UITP calls for more active cooperation with government authorities, primarily the Russian Ministry of Transport. A wish was expressed for representatives of the Russian Ministry of Transport to participate in a larger number of events, and an invitation was received to take part as the head of the Russian delegation at the 54th UITP Congress in May 2001.

A discussion was held of our proposed conference on LRT in Russia for administrations of large cities and specialists in 2001. UITP is ready to assist in attracting specialists from other countries to participate in this conference, and to assist in attracting sponsors to this conference. An agreement was reached to carry out joint work on the preparation and holding in the future in Russia of the UITP Regional Congress on Urban Public Transport within the framework of the regional assembly.

After the end of the Conference, a meeting of the First Assembly of the UITP section on LRT was held. Delegates from the Russian group took part in its work. At this Assembly, the governing bodies of the section were elected, the first results of the work of the LRT section were discussed, the final provisions of the 5th Conference on LRT and the Melbourne Declaration on the importance of LRT today for the cities of the world were adopted.

At the Assembly it was noted that the International Association of Municipal Electric Transport Workers of Russia and the CIS turned 10 years old this year. The Russian delegation received congratulations on this occasion and a gift from UITP to the GET Association.

Why is light rail so promising?

1. Large carrying capacity.

The capital costs of creating an LRT are high, and therefore, it is necessary to select a specific type of LRT to solve specific problems for transporting passengers in a given city. LRT is ideal for transporting from 2,000 to 10,000 passengers per hour in one direction (with the standard occupancy of the rolling stock). When using multi-car trains, the LRT capacity can be increased to 20,000 passengers per hour in one direction.

However, it is necessary to have a minimum passenger flow (for example, at least 1500 passengers/hour in one direction) to ensure the efficiency of operating costs. Below this figure, buses or other intermediate modes of transport can be used more efficiently, and LRT should be introduced at a later stage.

2. Speed ​​and regularity.

Due to its technical characteristics, LRT rolling stock accelerates quickly and is capable of maintaining high speeds. Due to the design features of the system, for example, a modern track, priority of crossing intersections, etc., LRT rolling stock can move at a good speed (more than 25 km/h), which reduces the time a passenger spends on the road. In addition, there are no traffic congestions on the streets.

The accessibility of such a transport system, high speed and regularity are also achieved thanks to measures to reduce the waiting time of passengers at stops, due to the low floor of the rolling stock, wide doors, ticket sales in the carriage, etc.

3. Reliability.

Transport that does not create traffic jams operates regularly and is therefore reliable. LRT can also work in difficult weather conditions, for example, in conditions of snowfall and ice.

4. Comfort and ease of use.

Vehicles with good suspension running on a good road surface provide a smooth ride. The attractive design of the carriage helps convince potential passengers to leave their car and use public transport. Low-floor LRT cars are becoming increasingly accessible to all categories of passengers, especially the elderly, passengers with small children and prams, and passengers in wheelchairs. Pleasant and well-designed stops and information support also help attract passengers to the LRT.

5. Security.

LRT is many times safer than driving a personal car. Separate roadways and priority at traffic lights reduce the risk of accidents. Passenger uncertainty can be reduced if cities and carriers better design stops and take other necessary measures.

6. Environmental cleanliness.

Operating on electricity, LRT does not pollute the streets with exhaust emissions. Modern equipment makes it possible to regenerate braking energy and thus significantly save energy. LRT is a relatively quiet mode of transport, and wheel noise and vibration can be further reduced by maintaining the cars and track in good condition. A path covered with modern grass (a “green path”) not only reduces noise, but also makes a visually pleasing impression.

7. Ability to adapt.

LRT can operate in any urban or suburban environment. It is better if it moves along the ground track, but if necessary, the cars can pass underground or above ground along an overpass. This type of urban transport is excellent for serving pedestrian areas in city centers. LRT trains can move along the railway track and operate simultaneously with conventional by rail. The simultaneous movement of different vehicles on the same rail bed, as well as the tram-train LRT option, can open up wide opportunities for the development of LRT in the suburban area, as well as in intraregional and interregional traffic, which will provide direct passenger transportation from the periphery to the city center.

8. Contribution to the positive image of the city.

Modern LRT has a pleasant appearance, which contributes to the formation of a positive image of the city. Its modern design helps attract passengers to public transport. Experience shows that private car owners are increasingly becoming passengers on new or upgraded light rail systems. As a result, LRT helps reduce traffic congestion, reduce the need for parking spaces for private cars, and increases the efficiency of using road infrastructure. Urban LRT has a positive impact on city life, improves the quality of life and makes the city more livable.

9. Impact on city life.

Unlike bus transport, LRT tracks are constantly and easily visible. They symbolize to citizens the commitment of city authorities to public, environmentally friendly transport. LRT contributes to the revitalization and modernization of urban centers and the development of new areas. It attracts investors and develops the construction of real estate, new housing, offices and retail businesses. LRT plays an important role in promoting compact and dense urban development, thereby avoiding unnecessary urban sprawl, thereby increasing the efficiency of urban planning solutions.

10. Impact on the transport situation as a whole.

The introduction of LRT will lead to an increase in the number of residents using public transport. This, in turn, will reduce the accumulation of individual cars on the city streets, and reduce the need for the development of the road network and its infrastructure, as well as parking.

Step by step development.

The development of LRT should be planned and implemented in several stages. Moreover, the benefits from using this system should be received already in the early stages of the project by both passengers and carriers. Initial street service or uniform rolling stock can reduce initial capital costs and attract private partners. This will reduce the risk of excessive costs and the length of the initial transport period.

Prospects.

Over the past decades, LRT has developed successfully. This is likely to continue as... The prerequisites for LRT success still exist.

In addition, there are several new trends that can accelerate the development of LRT in the usual conditions, and can also create new markets and areas of application

Technology.

Technological solutions in the field of LRT are constantly being improved. Over the past 15 years, low-floor technologies, asynchronous drive control, and modular vehicle design concepts have been widely introduced. Trends in the near future will include the use of composite materials, measures to reduce energy consumption, and ease of repair and maintenance.

In addition to the classic LRT, “intermediate” ones appear. Several types of "trams on tires" are being tested in France. The first such line will be put into operation in Nancy before the end of 2000.

Dual-mode or hybrid drive systems combined with on-board energy storage devices (such as batteries or flywheels) will allow for off-rail and off-rail propulsion.

Accessible light rail.

Successful examples of the implementation of this approach are shown by LRT systems in Istanbul and Tunisia, where passenger flows are very high.

High investment costs often hinder the planning and creation of LRT systems. New financing technologies, such as public-private partnerships, can help finance new projects. A simpler, more basic version of LRT, both in terms of carriage and infrastructure, could make LRT accessible to developing countries.

New application.

LRT does not have sufficient capacity for mass transportation over long distances in big cities. However, it can be used as an additional mode of transport, for example, for movement within suburbs or remote areas, as well as for communication between them, bypassing the city center.

"Tram-trains" running on railway tracks in rural areas and suburbs and entering the city along classic light rail tracks allow direct travel between the city and the countryside.

Conclusions.

LRT has proven that it can reduce the dependence of city residents on private cars and has many other advantages that benefit the city.

Over the past few decades, LRT has successfully developed, and there are all prerequisites for its equally successful development in the future.

UITP is confident in the importance of LRT and its positive contribution to increasing the mobility of urban residents in the future. UITP expresses its intention to support the development of this mode of transport throughout the world.

This has never happened in the region before. The ring line should connect 20 large cities near Moscow (see diagram): Podolsk, Klimovsk, Domodedovo, Konstantinovo, Lytkarino, Kotelniki, Ramenskoye, Zhukovsky, Lyubertsy, Reutov, Balashikha, Fryazino, Shchelkovo, Ivanteevka, Korolev, Mytishchi, Dolgoprudny, Khimki, Krasnogorsk, Odintsovo.

About 4 million people live there. In addition, the high-speed tram will connect all 4 airports of the capital: Sheremetyevo, Domodedovo, Vnukovo and Ramenskoye (it is promised to open in the near future).

For the first time, the Moscow region authorities started talking about light rail transport (LRT) three years ago (more details on kp.ru). And now it has become known that the regional government has finally approved the design of the first launch complex - Podolsk - Domodedovo - Zhukovsky - Ramenskoye (see diagram). Construction will begin in 2017.

To finance the LRT project, extra-budgetary sources will be attracted, including private investors, the press service of the Main Directorate of Architecture and Urban Planning of the Moscow Region told Komsomolskaya Pravda. - It is now assumed that it will be implemented in the form of a public-private partnership. The project is of interest to investors, taking into account the significant potential passenger flow, the laying out of the route of the line with a call at largest airport country "Domodedovo".

Construction of one kilometer will cost almost one and a half billion rubles.

Almost an hour and a half faster

The Circle Line will be built in four stages. It is expected that all 246 kilometers of rail track will be built by 2035. The launch of a high-speed tram will significantly reduce the load on the Moscow Ring Road and other roads. There is another important point: 56 thousand jobs will appear during the first stage of construction. There is so much because there is a lot of work: not only to lay the rail bed, but also to build transport hubs, highway passages, engineering facilities, organize parking lots, etc.

And when the first section of the ring line is launched, residents of Podolsk or Ramenskoye, where there is currently a shortage of vacancies, will be able to get a job in Domodedovo or Zhukovsky. And if today the road from Podolsk to Domodedovo takes at least 1 hour 50 minutes, then after the launch of the high-speed tram this time will be reduced to 35 minutes.

What will be demolished

The large-scale construction of the ring line involves the demolition of some buildings. The main department of architecture of the Moscow region notes that by July 1 of this year they will prepare “all documents on the volume and assessment of real estate objects that are planned for seizure as falling within the construction zone.” There is no specific information yet about what kind of buildings these will be. It is known that only during the construction of the first launch complex will several houses in the Ramensky district be demolished. Their owners will be paid appropriate compensation.

Vegetable gardens will get closer

Surely new project will be appreciated not only by residents of the region, but also by Muscovites. Now it will become much more convenient for many summer residents to get to their plots.

The tram ring will cross several metro stations (see “From the capital’s subway to the Moscow region tram”). Transport interchange hubs will be built there, passengers will be able to move from one transport to another and get from the city to the region.

Four sections of the transport ring

1. Southern chord line Podolsk - Klimovsk - Domodedovo - Domodedovo airport - Konstantinovo - Ramenskoye.

2. Eastern chord line: Konstantinovo - Lytkarino - Kotelniki - Lyubertsy - Moscow - Zheleznodorozhny - Balashikha.

3. Northern chord line: Balashikha - Shchelkovo - Ivanteevka - Korolev - Mytishchi.

4. Western chord line: Mytishchi - Dolgoprudny - airport "Sheremetyevo" - Khimki - Moscow (Kurkino) - Putilkovo - Moscow (Mitino) - Krasnogorsk (metro station "Myakinino") - Krasnogorsk (Pavshino) - Moscow (international financial center - Rublevo) - Odintsovo - Odintsovo-"City" - Moscow (TiNAO) - Podolsk (TPU "Grassnechiki").

It is not yet known which trams will travel around the ring. But they must meet the following characteristics:

The minimum interval between trains is 90 seconds;

The length of the rolling stock is up to 60 meters;

The capacity of one train is up to 500 passengers;

The maximum speed that the train will develop on individual stages is up to 100 km/h;

The maximum capacity of the line is up to 20 thousand passengers per direction during rush hour.

EXPERT'S COMMENT

“This transport is the most economical and convenient”

Ekaterina SHEVTSOVA, Natalia VARSEGOVA

On the air of Radio “KP” (97.2 FM), the head of the department of transport telematics at the Moscow Automobile and Road Institute, Vladimir Vlasov, explained why a tram was chosen for such a large-scale project.

The tram is designed to provide a connection between the center of the capital and the suburbs, which are gradually becoming part of the Greater Moscow agglomeration. These are Mytishchi, Podolsk and all nearby cities. Many of their residents work in the capital, so there is always a large passenger flow here. In this case, the tram is more cost-effective than electric trains. This is a more convenient and comfortable form of transportation.

- What about commuter trains? There are a lot of them in the region!

They are simply integrated into the general transport system of the city. Like, say, in the same Paris. There, the metro and trains run the same within the city. In addition, building a light rail line is much cheaper than building a railway line. In addition, electric trains require quite long distances. They cannot stop every 100 - 200 meters, but the tram just can, while gaining sufficient speed.

From Podolsk to Ramenskoye it is planned to build a tram depot and 8 transport interchange hubs (TPU) - from the Kuznechiki TPU to the Ramenskoye TPU.

On the territory of each transport hub there will be a multifunctional complex - passenger transport stops, parking lots, office and shopping and entertainment centers, etc.

For example, at the Vesennyaya transport hub ( South part Podolsk) will build car passages, a pedestrian crossing at different levels across the highway, connecting the eastern and western parts of the transport hub.

The Domodedovo Airport TPU project assumes that passengers from a high-speed tram car will be able to immediately go to the airport terminal building.

From the capital's subway to the Moscow region tram

According to the project, the ring tram line should pass through the existing metro stations: Kotelniki, Volokolamskaya, Myakinino. And in the future, it will cross the Nekrasovka, Chelobitevo, Rasskazovka, Stolbovo, and Kommunarka stations currently under construction.

QUESTION OF THE DAY

What else do you think needs to be built in the Moscow region?

Andrey TUMANOV, State Duma deputy:

It is necessary to create a gasification program for gardening partnerships, because most of them, especially in the near Moscow region, have long ago turned into full-fledged villages. So they need to be legitimized, and there is such experience.

Alexey MAMONTOV, President of the Moscow International Monetary Association:

In the Moscow region it is necessary to create new jobs - build new enterprises. The more jobs there are, the less busy Moscow will be.

Oleg SIROTA, Moscow region cheese farmer:

The Central Ring Road, the fourth transport ring, first of all! This will greatly relieve congestion on the clogged roads, because now the lion's share of cargo goes through Moscow, which results in very long and nerve-wracking logistics. For example, it’s now faster for me to deliver milk from Kaluga region than from other areas of the Moscow region...

Viktor CHEPUROV, People's Teacher of Russia, Honorary Citizen of the Moscow Region:

I live in the city of Shchelkovo, the population is more than 100 thousand people. For all cultural events we have only one club. This is no good - you need a big one concert hall. That's what I would have built first.

Anton MOSTOVOY, executive director of the transport company:

In large cities of the region, build normal intercepting parking lots. Our buses can barely squeeze through to the bus stations because of the cars left on the street. Well, or let them introduce paid parking. Then it will be easier for public transport to travel.

Olga NAZAROVA, listener of Radio “KP” (97.2 FM):

In some places, on the contrary, we need to stop building. I live in the Lyubertsy district, and our scourge is multi-storey infill development. At the same time, infrastructure facilities cannot keep up with them, and the area is already feeling overcrowded.

The possibility of launching such transport as high-speed trams in the Russian capital has been discussed for a long time. In 2005, the project for laying such a line was presented at one of the press conferences by the chairman social movement“Muscovites for the tram” by A. Morozov, UITP representative V. Tikhonov and editor of the publishing house “Zheleznodorozhnoe Depot” A. Myasnikov. The prospects for the development of this have been considered by the capital authorities for a long time. At the moment (2015), a decision has been made to implement four high-speed tram projects: to Biryulyovo, to the Lianozovo platform and to the Ivanovskoye and Severnoye districts. It is planned that all these branches will begin to function in the coming years.

How the idea came about

In Europe, high-speed trams are used quite widely. There are such lines in our country: Ust-Ilimsk, Kazan and Stary Oskol. Of course, they are not particularly large-scale, but they received very good reviews from the townspeople. In Ukraine, in Kyiv, such trams were launched back in Soviet times - in 1978. So the idea of ​​​​using these light, fast and at the same time economical vehicles cannot be called new. According to the authorities, by introducing trams, the load on other types of passenger transport can be significantly reduced. If such lines are available, it will be much easier for residents of the capital and its guests to get to the metro, to remote areas of the metropolis, or perhaps even to satellite cities.

What is light rail

What is this type of vehicle and how convenient can it be? According to SNiP, high-speed lines are those lines on which trams can travel more than 24 kilometers in an hour. The main features of such highways also include:

• Isolation from street traffic and (full or partial).
• Very long stretches and a limited number of stops. In the projects of Moscow lines, a distance of at least 700 meters is provided between the latter. For comparison: a bus travels approximately 300-400 m from stop to stop.
• Use of tram trains with a length of at least 28 meters.

The high-speed tram in Moscow, according to the projects, will fully comply with all these standards.

Advantages of light rail

The construction of a line of this relatively new type of transport in Russia is considered by the Moscow authorities as a very good alternative to the metro, buses and trolleybuses. According to the Administration, high-speed trams will make moving around the capital much more convenient. ground transport combines best qualities both metro and buses. Its main advantages are:

• High speed of transportation. 24 km/h is only the lower threshold for the movement of such trains. In practice, trams of this type can travel at speeds of up to 80 km/h. With fewer stops, travel time is reduced even further.
• The construction of a high-speed tram route costs 10 times less than the construction of a metro line of the same length.
• This type of transport is considered more convenient than the metro. After all, passengers do not have to go underground. Its throughput capacity is not much different from that of the metro.
• A high-speed tram, the speed of which in practice is actually quite high, also does not experience any difficulties when driving in ice and snow (unlike the same buses and trolleybuses).
• Since this type of transport does not depend on traffic jams, it never deviates from the developed traffic schedule.
• An important advantage is that this type of vehicle is absolutely environmentally safe.

Disadvantages of light rail

There are practically no downsides to this type of transport. Some disadvantages include only the need to build a separate roadway, which significantly increases the width of city highways. The additional load on city power grids can also indirectly be attributed to the disadvantages of such transport as high-speed trams. However, since such compositions do not consume too much energy, this disadvantage is not considered particularly serious.

Line to Biryulyovo

According to the project, this new highway in Moscow will be designed to transport about 150 thousand passengers per day. The tram routes of this line will run from the Prazhskaya metro station to the western and eastern parts of Biryulyovo. According to preliminary data, the travel time for residents of this area to the subway will be reduced by approximately 30%. If now Biryulyovites have to get to Prazhskaya in 70-85 minutes, then with the launch of the high-speed tram they will spend no more than an hour on the road.

The total length of this line will be 8.2 km. Part of it (2.1 km) will pass along an overpass. It is assumed that trams will run at intervals of 4-6 minutes. Their average speed will be 25-28 km/h. The travel time from the final stop in Biryulyovo to the Prazhskaya station will not exceed 10-12 minutes. The project provides for the arrangement of only ten stops (at a distance of 800 m). One of them will operate on the overpass.

Initially, it was planned to loop one of the lines in Western Biryulyovo. However local residents They objected and the project was revised.

Line to Ivanovskoe district

This is another project approved by the Moscow authorities. This high-speed tram line will connect the Ivanovskoye district and the Shosse Entuziastov metro station. According to the project, its length will be about 6.5 kilometers. The tram will stop six times along the route.

The construction of this line will improve transport services for 80 thousand residents not only of the Ivanovskoye district, but also of Perovo. The line will be designed for approximately 105 thousand passengers daily. After the launch of the line, residents of the districts will get to the metro in 30-40 minutes less.

Line to the Northern district

This route is also planned to be accepted in the near future. The length of the Severny line - the Lianozovo platform will be about 5.4 km. There will be five stops along the route. tram, as in previous cases, will be 25-28 km/h. Residents of the area will spend about 11 minutes traveling from the initial station to the final one. The route will be able to accommodate a load of 50 thousand people per day.

Line to Medvedkovo

From the Lianozovo platform station, another line will be built to the Altufyevo metro station. Further, the tracks will stretch to Medvedkovo. Below is a diagram of the high-speed tram from the Severny district to Altufyevo and further to Medvedkovo. Thus, the fourth route project is a continuation of the third. That is, after both of them are implemented, it will be possible to travel from the Medvedkovo station all the way to the Severny district.

Light rail and housing prices

Residents of those areas where such routes will be built will most likely receive another advantage. According to experts, the cost of square meters will increase in these parts of the city. Of course, the price increase will not be as noticeable as during the construction of, for example, metro lines. However, high-speed train routes are capable of housing in Biryulyovo, Severny and Ivanovo quite significantly.

In fact, the tram routes of all lines themselves were developed taking into account the wishes of residents of the areas where they are planned to be laid. So in any case, this type of transport will be as convenient, reliable and also very inexpensive.