The Pedestrian and Bicycle Masterplan (PBMP) for Moscow 2020, is an ambitious planning tool promoted by Moscow Department of Transport together with Moscow Traffic Control Centre and MosgortransNiiproyect. The plan was developed by MIC Mobility in Chain in collaboration with Rosinak & Partner. Its scope is to coordinate policies and interventions to make walking and cycling proper modes of transport: affirming a new approach, it focuses on generating a more balanced urban modal share, by reducing car reliance while improving sustainable alternatives. Cars used to dominate the public space in Moscow until some years ago, when the shift towards a more human-centered urban vision started to take place. Since then the city has significantly improved the urban quality and safety of its streets, but mostly through isolated and un-coordinated initiatives.
The challenge of this plan was to build a comprehensive critical understanding of the vast metropolitan territory and network, so as not to neglect the importance of intervening in the periphery, as well as in the city centre. The PBMP covers the 2015-2020 period and has the dual purpose of providing a planning methodology and a vision for governing change on a strategic, wide-area level. The “My Street 2015-2018” program, started towards the end of the process as an implementation tool, schedules the creation of the city-wide cycle network and the regeneration of more than 3000 streets.
The first results and outcomes of the study were presented at the Moscow Urban Forum 2014.
MIC carried out the spatial analysis and the identification of “pedestrian hotspots” for strategic intervention, while Rosinak & Partner focused mainly on the development of the cycle network. Firstly, a spatial analysis approach, based on the collection of open data and public transport and road safety dataset, allowed systematizing the analysis at the wide scale. By elaborating and combining the most meaningful datasets, a Strategic Pedestrian Index (SPI) was created, highlighting the most significant areas and neighbourhoods from the standpoint of pedestrian activity, potential and criticalities. The SPI highlights the intersections of main streets, the main attractors, the surroundings of the most populated metro stations and in general all the areas with high pedestrian activity.
It was noted that the highest SPI’s are located outside the Garden Ring (which means outside the city centre), and that pedestrian relevance in Moscow does not necessarily correlate with one specific urban typology: high SPI levels were found in the city core, as well as around transportation hubs and peripheral areas with high-rise residential buildings surrounded by parks and ponds.
The areas with high SPI’s were then studied in detail, through site visits, analysis of the pedestrian network, photo-report and checklists. This resulted in a detailed dataset, which allowed the identification of the most pressing critical issues, addressed in the strategies and recommendations package.