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1 ISSN Electronic scientific publication “Scientific Notes of Tomsk State University” 2016, Volume 7, 4, C Certificate El FS from UDC G. N. Stroeva, Ph.D. sociol. Sciences, D. V. Slobodchikova (Pacific State University, Khabarovsk) ENSURING TRANSPORT ACCESSIBILITY OF THE POPULATION AS AN IMPORTANT DIRECTION OF SOCIO-ECONOMIC DEVELOPMENT OF THE REGION The concept is considered transport accessibility. Criteria for assessing transport accessibility have been defined. An analysis of transport accessibility for the population of the Khabarovsk Territory was carried out. Key words: transport infrastructure, transport accessibility, transport mobility of the population, criteria for transport accessibility. G. N. Stroeva, D. V. Slobodchikova PROVISION THE TRANSPORT AVAILABILITY OF THE POPULATION AS AN IMPORTANT DIRECTION OF SOCIO-ECONOMIC DEVELOPMENT OF THE REGION The concept of transport availability. Defined criteria evaluation of transport availability. The analysis of the transport availability to the population of the Khabarovsk Krai. Keywords: the transport infrastructure, the transport availability, the transport mobility of the population, criteria transport accessibility 673

2 The presence of modern and efficient transport infrastructure in the region is an integral condition for increasing the competitiveness of the region and the quality of life of the population. One of the directions for the development of transport infrastructure formulated in the Concept of Socio-Economic Development Russian Federation, is to increase the accessibility and quality of transport complex services for the population. Increasing the level of transport accessibility for the population of Russia with its vast territories, a significant part of which is underdeveloped, plays an important role in the socio-economic development of the regions. Efficient and accessible transport contributes to the creation of a single socio-economic space by ensuring stable connections between individual regions of the country, as well as between populated areas within the constituent entities of the Russian Federation. Transport accessibility for the population can be defined as the opportunity to use transport infrastructure and transport services for various groups of the population. Transport accessibility in most countries is determined by such characteristics as: 1) the total time spent traveling for any purpose. Through the time spent on moving from the place of residence, the transport accessibility of places of work, study, recreation, medical and other social institutions, as well as general accessibility, which involves determining the frequency of public transport and the proportion of the population capable of reaching specific places or a certain area of ​​the city in some time standard. The time spent on moving the population from their place of residence to their place of work in the Russian Federation should not exceed the standards established by the building codes and rules of SNiP * Urban Planning in force since 1990. Planning and development of urban and rural settlements (Table 1). Table 1 Time spent in cities on travel from places of residence to places of work for 90% of workers (one way) City population, thousand people. Standard time expenditure, min and less than 30 In accordance with SNiP data, for residents of other settlements who come to work in the city center every day, the standard time expenditure is allowed to increase up to two times. Residents of rural settlements should not spend more than 30 minutes on work travel (on foot or using transport) within an agricultural enterprise. In addition, SNiP * establishes the availability of public transport stops for no more than 5 minutes. 2) possibilities of obtaining transport services people with limited physical capabilities (these are considered disabled people and other low-mobility groups of the population), which are determined by the presence of specially equipped public transport and social taxis, as well as roads, sidewalks, specially equipped parking spaces, ramps and other devices that allow them to

3 show off movement different types transport; 3) economic or price accessibility of transport services, characterizes the population’s ability to pay for trips in public transport. In this case, transport accessibility can be assessed by comparing transportation tariffs public transport and the cost of equivalent trips by private vehicle or taxi. In addition, as an indicator of transport accessibility for the population, you can use the share of expenses for transport services in the total volume of consumer expenditures of the population: 4) transport mobility of the population, which can be assessed by the following indicators: coefficient of transport mobility of the population, showing how many transportations by car public use, on average per year per resident of the territory; kilometer mobility of the population average number of passenger kilometers per capita per year hourly mobility of the population. It is determined by the amount of time spent traveling by one resident on average per year. The priorities for assessing transport accessibility also include transport accessibility of social services. Many settlements rural areas are remote from centers for the provision of social services (medical, educational, consumer services, trade, etc.). Therefore, as an indicator of transport accessibility, the weighted average amount of time required to reach institutions providing social services to the population, the settlement center, etc. can be used. from any place of departure. As an analysis of the scientific literature devoted to the problem of assessing transport accessibility has shown, at present there is no unified system of indicators that would allow for a comprehensive assessment. The most commonly used indicators are: The density (thickness) of communication routes characterizes the provision of a region with transport routes and shows how many kilometers of transport routes are per km 2 of the area of ​​the territory LE PS = (1) S where L E is the operational length of the transport route; s the area of ​​the region. The density (thickness) of the network, which characterizes the transport provision of the population of the territory and shows how many kilometers of transport routes there are for residents, is determined by the formula: LE P H = (2) H where H is the population of the region. Transport mobility (mobility) of the population is determined by the ratio of the population transported by public vehicles (N pass..) to the total population of the territory (N) N pass TpN =., (3) N Engel coefficient, which allows one to obtain a generalized assessment of the region's security transport network LE CE =. (4) S H 675

4 The ranking of levels of transport accessibility by indicators of transport accessibility and modes of transport is given in Table 2. Table 2 Criteria for assessing the transport accessibility of a territory Degree of transport accessibility Indicator Mode of transport Density of communication routes, km of tracks per km 2 of territory Engel coefficient low average high Automobile P S 50 50<П S <150 П S >150 Zheleznodorozhny P S 20 20<П S <80 П S >80 Water P S 6 6<П S <12 П S >12 Automotive K E 5 5<К Э 10 К Э >10 Zheleznodorozhny K E 2 2<К Э 3 К Э >3 Water K E 2 2<К Э 4 К Э >4 Khabarovsk Territory is the second largest subject in the Far Eastern Federal District. In 2014, thousands of people lived on the territory of the region with an area of ​​787.6 thousand km2. According to the population density indicator, which amounted to 1.71 people/km 2 in 2014, the region took 4th place among the subjects of the Far Eastern Federal District. This indicator in the region is insignificant, but higher than the population density in the district (1.02 people / km 2) and almost five times lower than the population density in the Russian Federation (8.54 people / km 2). The most densely populated subject of the Far Eastern Federal District is the Primorsky Territory , where the population density in 2014 was 11.86 people/km2. At the end of 2014, 1933.3 thousand people lived on the territory of this region, with an area of ​​164.7 thousand km2 (one of the smallest in the district) (the largest population in the Far Eastern Federal District). To assess the transport accessibility of the Khabarovsk Territory, we will use the data in Table 3. Table 3 Selected indicators characterizing transport accessibility in the subjects of the Far Eastern Federal District Density of public roads with Density of railway tracks Number of public buses Share of transport services in the structure of consumer services Subject of the Far Eastern Federal District with hard surfaces, km of tracks per 1000 km 2 ter- person expenses up to km of tracks per per km 2 territory of the population territory, units * agricultural holdings, % Far Eastern Federal District 6.1 9.1 1.3 1.7 14.7 Republic of Sakha (Yakutia) 2.7 3.7 0.2 0.6 15.6 Kamchatka region 3.6 4.2 9.9 Primorsky region,5 9.3 12.4 Khabarovsk region 7.4 12 2.7 2.4 13.4 Amur region,1 8.4 19.6 Magadan region 4.7 5.6 22.5 Sakhalin Region,2 92 0.9 20.0 Jewish Autonomous Region,1 14.6 15.3 Chukotka Autonomous Okrug 0.8 0.2 7.6 * By road transport organizations. Without small businesses. Compiled by the authors for: regions of Russia. Socio-economic indicators Stat. Sat. / Rosstat. M., 2015.URL: (Access date:)

5 Comparison of data from table. 3 with criteria for assessing the transport accessibility of the territory given in Table. 2., showed that in three subjects of the Far Eastern Federal District (Kamchatka Territory, Magadan Region and Chukotka Autonomous Okrug) there is no railway connection, the remaining regions have a low provision of this type of transport. The situation is somewhat better in terms of the density of public roads with hard surfaces. Primorsky Krai and the Jewish Autonomous Region in terms of the value of this indicator in 2014 fell into the group with an average degree of accessibility to road transport. The density of railway tracks in the Khabarovsk Territory is 2.7 km of tracks per km 2 of territory, of all roads 13.1 (2014). The Engel coefficient for railway transport is 2.1, for road transport 3.34 (2014). In terms of network density, which characterizes the transport provision of the territory's population with public roads with hard surfaces, the situation in the region has improved. If at the end of 2010 there were 43.6 km of roads for every resident of the region, then by the end of 2014 there were 69.7. At the same time, the length of public roads with hard surfaces increased over this period of time by 1.6 times, and the population of the region decreased by 5 thousand people. These indicators indicate low transport accessibility in the Khabarovsk Territory. Passengers are transported by public buses. In terms of the provision of the population with this type of transport, the Khabarovsk Territory, with 42 buses per resident, was in 2nd place in the district in 2014. Transport mobility of residents of the Khabarovsk Territory is constantly decreasing. If in 2010 there were 134 transportations per resident of the region, then in 2014 there were only 93. The decrease in this indicator is partly due to the increase in motorization of the population of the region. So, if in 2010 there were 183.5 personal cars for every thousand residents of the region, then in 2014 their number increased to 243 (almost every fourth resident of the region has a personal car). An analysis of the dynamics of tariffs for passenger transport services showed that during the five-year period. Tariffs increased annually by an average of 8.2%. The minimum growth was observed in 2012 - 1.5%, the maximum was 14.2% in 2014. The increase in tariffs for passenger transport services is another reason for the reduction in transport mobility of the population. As an indicator of the availability of transport services for the population, you can also use the share of expenses for paying for this type of service in the total volume of consumer expenditures of households. The share of expenses of residents of the Khabarovsk Territory to pay for services of all types of transport decreased from 14.4% in 2010 to 13.4% in 2014. The most pressing problem of transport accessibility is for people with disabilities. According to the Ministry of Social Protection for the Khabarovsk Territory, the total number of disabled people living in the settlements of the region was people. This is almost 6% of the total population of the region. Passenger transportation in the region is carried out by road and public urban ground electric transport (buses, trams, trolleybuses). Most vehicles are not suitable for transporting persons with disabilities. Of the 676 units of public road and urban ground electric transport (buses, trams, trolleybuses) operating in the region, only 42 (6.2%) are equipped to transport disabled people and 677

6 other people with limited mobility. Since 2014, the Khabarovsk Territory state program “Accessible Environment” has been operating in the Khabarovsk Territory. As part of this program, in the territory of 7 municipalities of the region (Khabarovsk, Komsomolsk-on-Amur, Amursky, Vaninsky, Nikolaevsky, Khabarovsky, Lazo municipal districts) the activity of the Social Taxi service was organized. During 2015, disabled people used the services of the services. Achieving transport accessibility for the population of the Khabarovsk Territory is associated with a number of problems. The presence in the region of significant areas not covered by modern transport infrastructure; poor quality of road surfaces; limited use of water transport; lack of regular local air transportation (mainly in long-distance areas). In most areas of the region, the population, due to the poor condition of roads or their absence, either receives insufficient social services or does not receive them at all. Due to the lack of regular transport links between settlements, many residents of rural areas of the region are deprived of the opportunity to find jobs with decent wages. The population living in large cities spends a lot of time every day getting to and from work due to traffic jams resulting from the low capacity of urban roads and their poor condition, especially in winter. Lack of comprehensive development of regional transport. Currently, the state is faced with the problem of competition within a single transport system of various modes of transport, and this should not happen. Therefore, one of the primary tasks of the state is to build a transport system in such a way that publicly available modes of transport do not compete with each other, but complement each other. Lack of orderliness in the operation of public road transport. The presence of illegal carriers on bus routes transporting the population in violation of speed limits and traffic rules. This leads to congestion of city roads, traffic jams, especially during peak hours, resulting in increased time spent on traveling to the required facility. Depreciation of the public transport fleet. Lack of the number of specially equipped vehicles necessary to meet the needs of persons with disabilities. To ensure transport accessibility and improve the quality of public transport services for the population, it is necessary to work in different areas: optimize the operation of urban and suburban passenger transport; constantly update the passenger rolling stock with vehicles that meet technical and economic requirements and are not inferior to world analogues; expand the system of tariff regulation on types of public transport; improve the quality of suburban passenger rail transportation, with the comprehensive development of high-speed sections of railways and high-speed systems that help ensure convenient travel conditions for residents, as well as reducing the time spent by transport participants on movement; continue work on adapting pedestrian paths, traffic lights, parking spaces,

7 new public transport solutions to the needs of people with disabilities; the organization of passenger transportation along socially significant routes and the affordability of transport services is of particular relevance for all residents of the Far Eastern Federal District. Transport infrastructure facilities and organizations providing transport services are an integral part of the socio-economic infrastructure of the region, a complex of organizations and facilities that provide favorable conditions for the activities of all economic entities, as well as comfortable living for people on its territory. Therefore, in order to ensure the comprehensive development of regions, especially those remote from the central and European parts of the country, and to ensure a reduction in the differentiation of Russian regions in terms of the level and quality of life of the population, it is very important to carry out comprehensive work on the creation and further development of infrastructure facilities that meet the requirements of the present time. References Concept of long-term socio-economic development of the Russian Federation for the period until 2020. URL: (Access date:). SNiP * Urban planning. Planning and development of urban and rural settlements. URL: (Access date:). State program of the Khabarovsk Territory "Accessible environment" for years." URL: (Date of access:). Ivanov M. V. "Increasing the level of transport accessibility as a factor in the socio-economic development of territories" / M. V. Ivanov // Scientific works of the Free Economic Society of Russia T S Kuratova E. S. Methodology for assessing the transport provision of a territory for the purposes of accessibility of social services / E. S. Kuratova // Economic and social changes: facts, trends, forecast (35). S Bolshakov N. M. Methodological approaches to assessing transport accessibility of the territory / N. M. Bolshakov, L. E. Eremeeva, E. Yu. Popov // Current problems, directions and mechanisms for the development of the productive forces of the North 2016: Materials of the Fifth All-Russian Scientific Seminar (September 21-23, 2016, Syktyvkar) : at 2 o'clock Syktyvkar: LLC "Komi Republican Printing House", Part II. 348 pp. Information on the number of disabled people as of, URL: (Date of access:). Report for 2015 on the progress of the implementation of the state program of the Khabarovsk Territory "Accessible environment" for years." URL: (Access date:). Stroeva G. N.

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In the near future, it will be easiest to get to Moscow from Lyubertsy, Reutov, Mytishchi, Kotelnikov and Khimki, according to Metrium Group analysts. The rating of settlements was formed based on the calculation of the time spent on the road to the Moscow Ring Road. In addition, plans for the introduction of underground and light metro, as well as the timing of the reconstruction of main routes, were taken into account. So,

Now you can get from Lyubertsy to the Moscow Ring Road in 10 minutes, taking into account traffic jams, and in 7 minutes on a free route, from Reutov - in 4 and 3 minutes, from Mytishchi - in 22 and 9 minutes, from Kotelniki - in 14 and 8 minutes, from Khimki - in 10 and 6 minutes.

It is assumed that in Khimki, Mytishchi and Reutov the ground metro will be introduced in 2015, in Lyubertsy - in 2017. An underground metro is planned in Lyubertsy (“Nekrasovka”, 2015), Kotelniki (“Kotelniki”, 2014) and Mytishchi (“Chelobitevo”, 2019).

However, there will not be a significant increase in prices caused directly by improved transport infrastructure in these cities. According to experts interviewed by Gazeta.Ru, the current rise in prices in these cities is within the framework of general market trends. An increase in the cost of housing directly due to transport accessibility is hampered by frequent postponements of metro construction, the active release of new supply and fairly high housing prices due to proximity to the Moscow Ring Road. If we compare these cities as a whole with the Moscow region, then the price level for apartments in new buildings here will be about 10% higher. As a result, the cost per square meter in these cities is growing faster than in the Moscow region. “They are adjacent to Moscow, so in any case, the demand for Lyubertsy, Khimki, Kotelniki is several times higher than in other, remote destinations,” says Daria Tretyakova, head of the consulting and analytics department of the ABC of Housing company.

The largest increase in prices, as a rule, occurs due to the construction of an underground metro. However, in the listed cities, price increases based on the prospects for improved transport accessibility have, for the most part, already been recouped. For example, according to estimates by the managing partner of the Blackwood company, a year and a half before the opening of the Novokosino and Lermontovsky Prospekt metro stations, prices for apartments in individual residential projects increased by 30-35%. The situation is similar in Lyubertsy - after the construction of the Zhulebino and Lermontovsky Prospekt metro stations, the growth in housing costs was halved.

“In Lyubertsy, an active increase in prices occurred in 2012, when active work on the construction of the metro began. As a result, over the year, prices for new buildings in the city increased by almost 13%, while in general in the near Moscow region the increase was about 3-5%.

At the same time, in 2013, the increase in prices on the primary market of Lyubertsy was about 7%, which corresponds to the average for the near Moscow region. That is, improving transport accessibility has ceased to be an additional incentive for price increases,” the head of IRN-Consulting explained to Gazeta.Ru.

The construction of a light metro has a less significant impact on the cost of housing.

“As for Reutov, Mytishchi and Khimki, we can assume that the local market for new buildings in these cities will react less actively to the commissioning of the above-ground metro

compared to populated areas where a classic metro should be installed. This event may contribute to an increase in the cost of apartments in new buildings by 5-10%, but in the longer term, since the stations will appear only in 2015,” says the general director of the Metrium Group company.

Experts expect a more significant increase in housing prices in Kotelniki - however, due to other factors. At the same time, now the average cost of apartments here has decreased somewhat as a result of the active release of new projects. “As part of transport construction, in accordance with the city planning project, it is also planned to place a large transport hub next to the metro. All this is likely to contribute to an intensive increase in prices for primary real estate,” explains the general director of Miel-Novostroika.

According to experts, in these cities the cost per square meter is now increasing due to an increase in the stage of construction readiness of objects. An increase in prices directly due to improved transport accessibility is expected in settlements more remote from Moscow. “According to the project for the development of transport infrastructure in the Moscow region, light metro will appear in Kryukovo, Sheremetyevsky, Pushkino, Zheleznodorozhny, Balashikha, Domodedovo, Podolsk, Odintsovo, Nakhabino, Vidnoye, Krasnogorsk. The cost per square meter of housing will increase more in those settlements where it was more difficult to get to before the advent of the metro,” says the director of the branch of the MIC-Real Estate on Presnya company.

Reconstruction of Putilkovskoye Highway will begin in January 2019. The Minister of Transport and Road Infrastructure of the region, Igor Treskov, reported this to the Governor of the Moscow Region Andrei Vorobyov during the working trip of the head of the Moscow region to the Krasnogorsk urban district.

The length of the reconstructed facility is 1.7 kilometers. At the moment, design and survey work has begun. The road was officially transferred from municipal ownership to the balance of the regional government. The cost of the work will be 2.5 billion rubles. The reconstruction is planned to be completed in 2021.

“We commissioned the design of the reconstruction and expansion of the Putilkovskoe highway in the corresponding area. And in January-February we should start construction, prepare the territory and expand this road within 18-20 months,” said Andrey Vorobyov.

Photo source: press service of the governor and government of the Moscow Region

During the reconstruction, the number of traffic lanes will be increased to four. The expansion of the roadway and the creation of new road infrastructure will significantly increase the capacity of the route and improve the transport situation in the urban district.

Photo source: TV channel “360”

In the village of Putilkovo, the construction of a new school “Mosaic” has been completed. It has a capacity of 1,510 seats. Governor of the Moscow region Andrei Vorobyov appreciated the quality of the work.

(Rizhskaya square, 1, hall 3)
Starts at 20:00
Working language – Russian
Admission is free with prior reservationregistration
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The Graduate School of Urbanism invites you to the next meeting of the Transport Lecture, which will take place in Thursday, May 31 at 20:00 in a buiding Rizhsky railway station. Pavel Chistyakov, vice-president , will give a lecture on the topic “How to improve transport accessibility and improve the quality of transport infrastructure in Russia?”.

In his lecture, Pavel Aleksandrovich will talk about the report"Integrated Transport System" , which was prepared under his leadership by the Center for Strategic Research in conjunction with the Center for Infrastructure Economics.

According to the World Economic Forum, Russia ranks 64th out of 144 possible countries in terms of the quality of transport infrastructure. And in terms of the quality of roads - 123rd place. According to the authors of the study, this is due to the fact that due to high capital intensity, complexity of regulation and ambiguity of development goals, domestic transport infrastructure fell out of government priorities for a long time.

The Russian transport system has become one of the constraints on the development of the country's economy and human capital. Even on significant and promising projects, the state does not make decisions for years, preserving the project at a preliminary stage and thereby worsening the investment climate in the industry. The situation is further complicated by the lack of reliable statistics characterizing the need of the population and business for transport infrastructure.

Nevertheless, according to the authors of the report, a qualitative transformation of the Russian transport system is possible in the next 5 years. To do this, its development model must meet modern social, environmental and technological challenges and contribute as much as possible to the development of related industries. The transport system can and should become a driver of economic growth until 2035.

The CSR report “Integrated Transport System” presents ways to solve three key problems of the Russian transport complex: technological backwardness, underinvestment and insufficiently effective government regulation.

How to increase the accessibility of the country's territories? How to bring city and countryside, western and eastern regions, home and work, Russia and its trading partners closer to each other?

To accelerate the pace of economic growth and its decentralization, to involve small towns and villages in the zone of influence of agglomerations, special efforts should be concentrated on the development of the supporting framework of transport infrastructure, regional and local aviation, digitalization of transport infrastructure and the development of transport systems of populated areas.

The report “Integrated Transport System” proposes a set of programs and projects for the development of the transport network that will significantly affect the transport accessibility of the country. Pavel Alexandrovich will talk about this in detail in his speech. You can view the materials of the report link .

Pavel Chistyakov Graduated from the Faculty of Geography of Moscow State University. M.V. Lomonosov. In 2004-2009 he was engaged in scientific activities at Moscow University, from 2009 to 2011. was the leading expert of the Foundation"Center for Strategic Research" , then headed the department for interaction with the regions of the Center for Social Development. Currently P.A. Chistyakov is vice presidentCenter for Infrastructure Economics . His specialization is regional policy, strategic planning of socio-economic development of regions and cities, as well as modeling of socio-economic and budgetary effects from infrastructure development.

Press services of the Mayor and the Moscow Government. Denis Grishkin

A new passenger terminal of the Aeroexpress company opened at Paveletsky Station.

“The Paveletsky transport hub is one of the most important in Moscow. More than 140 thousand passengers pass through here around the clock. An important element of this transport hub is, of course, the Aeroexpress terminal and the ability to travel from Paveletsky Station to Domodedovo in a guaranteed 45 minutes,” he said at the opening ceremony.

He added that the terminal's capacity has almost tripled. In addition, it is well integrated with the Paveletskaya metro station: “Additional elevators and escalators have been built, it is possible to transfer from the metro to the Aeroexpress, and the distance from the metro to the terminal has been reduced by almost half. I hope that the number of passengers will increase after the opening of the terminal.”

As the Deputy Mayor of Moscow in the Moscow Government, head Maxim Liksutov, clarified, Paveletsky Station is one of the largest transport hubs in the capital. “Five different modes of transport here. This includes the metro, suburban rail transport, long-distance passengers, and bus service. There is a tram nearby and, of course, the Aeroexpress,” he said.

More than five million passengers

The Aeroexpress company has been transporting passengers between Paveletsky Station and Domodedovo Airport since 2008.

Currently, 36.5 pairs of trains run on the route per day. Travel time is from 06:00 to 00:30. Travel time is 45 minutes.

Since the beginning of 2015, the company has transported 5.4 million passengers from Paveletsky Station to Domodedovo Airport, that is, 19 percent of the airport’s passenger traffic.

The creation of a new Aeroexpress passenger terminal at Paveletsky Station is a joint project of the company and JSC Russian Railways. It will improve the comfort of passenger service and enhance the advantages of Aeroexpress over alternative travel routes to Domodedovo.

The Moscow government supports this project: it fully complies with the city’s plans to create comfortable transport hubs for public transport passengers.

Expansion of the passenger area

The repairs and reconstruction of the premises of the Paveletsky station, necessary for the creation of a new terminal, were carried out in the shortest possible time - from September to December 2015. As a result, the area of ​​the terminal's passenger area increased by 2.5 times - from 750 to two thousand square meters. There are now 125 seats for passengers in the waiting room.

There are also more ticket offices: before there were three, now there are five. Ticket offices are equipped with special devices for hearing-impaired passengers. One of the cash registers was adapted for people with limited mobility.

In addition, the following work here:

— 16 vending machines for Aeroexpress tickets;

— information desk;

— ticket validation kiosk;

— three kiosks for self-check-in of passengers for flights;

— monitors with the schedule of Aeroexpress trains and Domodedovo airport flights;

— stands for charging mobile devices;

— free Wi-Fi;

- pharmacy;

— ATMs;

- the shops.

The waiting room is staffed by personal assistants - employees of the Aeroexpress company. They help issue tickets and accompany visually impaired and mobility impaired passengers to trains.

“It is very important that the terminal fully complies with all FIFA requirements, since World Cup matches will be held in Moscow in 2018. All the requirements that our colleagues from FIFA put forward to us have been fully met here, and the terminal is ready to receive fans, football players, and all those who want to attend the World Cup in 2018,” the deputy mayor emphasized.

The path to the metro has become shorter

The most important part of the reconstruction was closer integration of the terminal with the Paveletskaya metro station. As a result of installing three elevators and increasing the number of escalators from three to five, you can walk from the metro station to Aeroexpress trains twice as fast. There is also a more convenient connection with suburban trains in the Paveletsky direction.

The new terminal is adapted for passengers with limited mobility. The terminal's capacity has tripled - to 1800-2000 passengers per hour.

The project to create a new terminal was financed by Russian Railways and Aeroexpress.

Improving transport accessibility of Domodedovo

One of the objectives of the Moscow transport hub development program is to improve transport accessibility of Domodedovo Airport.

The Moscow government has reconstructed the Varshavskoye and Kashirskoye highways, connecting the airport with the city center. The reconstruction of the transport interchange between Kashirskoe Highway and the Moscow Ring Road has actually been completed.

Rosavtodor built an interchange at the 43rd kilometer of the route to the airport (turn to the village of Aviatsionny).

The construction of an additional second main route on the section Domodedovo (Aviatsionnaya) - Domodedovo Airport is also being completed. This will make it possible to introduce four additional pairs of Aeroexpress trains into the schedule.

Improvement of stations and modernization of infrastructure

Suburban and urban rail transportation is considered by the Moscow Government as one of the most important and promising elements of public transport.

In 2014, the volume of passenger traffic through the Moscow railway junction amounted to 680 million people, which is 40 percent more than in 2010 (480 million passengers). The Moscow railway hub accounts for more than 50 percent of all commuter traffic in Russia.

The program for the development of passenger infrastructure at the railway junction provides for the construction of 240 kilometers of additional main tracks, the purchase of new generation cars, and the reconstruction of stations and platforms.

As part of the implementation of this program, in 2011-2015, we reconstructed and improved stations and station areas, and brought order to passenger platforms. The rolling stock is being updated as planned: outdated electric trains are being replaced with modern comfortable trains.

Passenger traffic was opened on the Novo-Peredelkino - Kyiv Station section, as well as on the fourth main track of the Oktyabrskaya Railway on the Moscow - Kryukovo section. This improved transport accessibility of Zelenograd and Khimki.

The reconstruction of the Small Ring of the Moscow Railway to organize passenger traffic is being completed. In radial directions, work is being carried out to modernize the infrastructure. Additional main tracks are being built on the Yaroslavl, Gorky, and Kursk directions of the Moscow Railway to increase the volume of suburban traffic.

In particular, construction is underway in the Yaroslavl direction:

— the fifth main track on the sections Yaroslavsky Station - Losinoostrovskaya and Losinoostrovskaya - Mytishchi;

- the fourth main route on the Mytishchi - Pushkino section;

- the third main route on the Mytishchi - Bolshevo section.

Work is underway in the Gorky direction:

- on the fourth main track on the Kurskaya-Pasazhirskaya - Zheleznodorozhnaya section;

At the Reutovo-Balashikha overpass.

In the Kursk direction the following is being carried out:

— construction of the third and fourth main routes Moscow-Pasazhirskaya-Kurskaya - Lyublino;

- reconstruction of the Lyublino - Podolsk line.

Rolling stock renewal

In 2015, the Governments of Moscow and the Moscow Region held a competition to select carriers who would serve commuter rail transport for 15 years. A long-term agreement will make it possible to formulate programs for infrastructure development and renewal of rolling stock.

The winners of the competition were the existing carriers - OJSC Central PPK (nine directions) and OJSC Moskovsko-Tverskaya PPK (Oktyabrskoye direction).

During the implementation of the railway infrastructure development program, they will purchase at least 1,880 new, modern cars for commuter electric trains.

At the same time, Aeroexpress won the competition to select a carrier on routes connecting Moscow with the airports of the Moscow aviation hub. Thanks to the long-term contract, the company will continue the construction and reconstruction of terminals.

“The point of the 15-year contract is that the company received the opportunity and obligation to invest funds for 15 years so that the infrastructure for serving passengers in Moscow and the Moscow transport hub is improved every year. Colleagues said that about 20 billion rubles will be invested over 15 years in updating both rolling stock and passenger infrastructure,” noted Maxim Liksutov.