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Construction began in the early s, and in the first complete segment was opened. The construction of the new radius was designed to maximize the efficiency of it with the land-based transportation. All the stations were built on major transport links and the stations Tekstilschiki and Vykhino were integrated into a single transport complex with the railroad stations.
On its final stretch, the line deviates from the Volgograd avenue and crosses onto the Ryazan avenue and terminates at a combined cross-platform transfer to the railways at Vykhino. Although the geology of the line was unfavourable, so to cut down costs, the builders adopted a cut-and-cover method for tunnel construction building them out of large concrete boxes. In some cases, like the second stretch of the Volgogrdsky Prospekt-Tekstilshchiki path, in a rare occurrence for Moscow, the track goes on the surface, as with the approach to Vykhino.
In a similar logic that was shown when building the Kaluzhsko—Rizhskaya line , it was decided to postpone the central section in favour of building the new radial line, however after the opening of the new Zhdanovskaya line in late , the passenger traffic between it and the former Kaluzhskaya line overstretched the capacity of the ring between Oktyabrskaya and Taganskaya.
The two presented itself a unique opportunity and in late Moscow Metro's first cross-platform transfer point was opened at Kitay-Gorod. Construction of the Krasnopresnensky radius was in built in much more difficult conditions, in a similar fashion it was designed to make the new massifs of the northwestern Moscow accessible, however the more dense regions, underground fortifications and communication lines that the builders had to face, the first stage of the Krasnopresnensky radius knows no equals in the number of difficulties that the builders were faced with.
Beginning at the ring, where the only deep level station was located, the line follows the Krasnaya Presnya street and then turns north along the year street, further work was hampered by the necessity to cross under the sorting yard of the Belorussky Rail Terminal with a total of 27 individual railroads, and when building the last stretch Polezhayevskaya-Oktyabrskoye Pole.
In both cases, the soil was typical sand that was used to elevate the railways, which made it impossible to bore under using conventional means. Firstly chemical adhesive had to be used to strengthen it so that when drained, it would not fall in. To avoid a collapse after the shield bored its way, a horizontal platform had to be installed above it, and the TBM moved at maximum pressure, without any temporary joining in the sand.
Just like the Zhdanovskaya line, the line relieved major transport arteries and congestion, Begovaya was built similarly to Tekstilshchiki with exists from subways coming straight onto railway platforms. As four of the five stations were sub-surface, an attempt was made to modernise the existing centipede design. The volume of the station space was increased, and to support the larger roof, the size of the pillars was raised, but so was their spacing, from 4 to 6.
In the end, instead of the two rows of 40, there was 2 of The new design became very widespread in the rest of the system. The architecture also made a comeback with new stations. For the first time in nearly 20 years, marble was used on station walls. Building the final part of the line commenced shortly afterwards on the central stretch finally linking up the Zhdanovskaya line, and finishing the Krasnopresnensky radius.
The former was built with two deep level column stations , one of the centrepieces was the increased diameter of the central vault of 9. The latter section encountered a significant difficulty when building under the Moscow Canal.
To avoid flooding, boring had to be done in the winter, and a three-metre thick plane of ice had to be placed on the canal bed. Afterwards, the line continued into the northern regions of Shchukino and Tushino, including another combined railway link at Tushinskaya. The station Skhodnenskaya was another pioneering design, which consisted of a single vault technology initially developed for the Kharkiv Metro , it too became common elsewhere in the Soviet Union.
Another station on this stretch was left unfinished because of the lack of need for it and remained derelict for thirty years. The station was completed and inaugurated in August under the name Spartak. Because the line is the busiest on the system, there are significant problems that overstretch its capabilities. In particular is the station Vykhino, which was built with too small a capacity to handle the congestion, making it the busiest on the system. In a severe reconstruction increased the area of the platforms and gave the station a desirable facelift.
Nonetheless, that was insufficient to solve the problem, and in the line was extended to the south-eastern districts of Moscow outside the Ring Road with the opening of Zhulebino and Lermontovsky Prospekt stations. By September , the line has reached a neighboring city of Kotelniki with the construction of an eponymous metro station there. The Kotelniki station opened on 21 September and became the new terminus of the southeastern radius. Respectively 36 and 34 eight carriage trains are assigned to them.
Most of the trains are Ezh3 and EmT models which were received new from , currently all of the trains were modernized between and extending the service life by another 15 years. After the opening of the Kotelniki station, there are no further development plans extending beyond horizon.
Extension of Arbatsko—Pokrovskaya line Line 3 allowed easier access to the Metro system to the passengers from Strogino and Mitino districts, diverting them from the northern stretch of the Tagansko—Krasnopresnenskaya line. However, this relief was not very significant, mostly due to Arbatsko-Pokrovskaya line being relatively slow. It takes 30 minutes to reach the Koltsevaya line from Mitino station, while the older Tushinskaya-Barrikadnaya route takes In addition, it does not offer convenient transfers to Kaluzhsko—Rizhskaya line and Kalininskaya line , as the old route does.
The project envisages a 7-storey construction of variable heights, lowering to the north, towards the existing residential building. The layout of the future construction on the plot has been done taking into consideration the future abolition of all existing engineering networks.
The main entrance to the building has been designed on the side of Krasnopresnenskaya embankment. Entry and exit from the underground car park are provided from the newly designed passage of 6 meters large, situated on the plot, next to Nikolaev Street. Restaurant loading area is situated in the north-west part of the territory, with entrance from the existing local passage 6 meters large, between the administrative building and the construction plot. Pedestrian crossing has been provided between the designed construction and the existing administrative building.
The general plan of the territory takes into consideration all main fire regulations concerning the distance between the designed construction and the existing building, the amount of daylight calculation; all necessary fire driveways to the future construction have also been designed. The project design includes a high-quality site improvement with natural stone pavement and exterior decorative lightning.
Roads and driveways are thought to be covered by asphalt whereas all pedestrian areas will be paved with natural stone granite slabs. The height of borders on road crossings should be 0. The width of footpaths should not be less than 2m. The core of the concept design is the idea of contextuality and of adjusting the building to the existing urban development limits.
Volumes of the designed construction are effectively submitted to limits of the building plot thus saving and increasing the level of comfort of the surrounding urban environment. The height has been fixed to Total construction volume above ground in plan: