ten years all Moscow Metro maps drew the three stations that way. However realistically, with the exception of the new Krylatskoye station (opened in 1989) and the underground Molodyozhnaya (1965), the Filyovskaya line could not have dealt with the additional passenger load, consisting of closely situated stations with short platforms. The same plan however also proposed that the Kalininskaya line would travel via Moscow-City to Khoroshovo and Strogino, and take the branch to Mitino. The plan also in perspective proposed that Park Pobedy of the Arbatsko–Pokrovskaya line would be completed and the line would then continue to double the Filyovskaya line, with two stations before docking at and annexing the underground section of the Filyovskaya line. Because the Arbatsko–Pokrovskaya line had relatively low passenger traffic, it was decided to have it take up the main share of the transit load. Only in early 2000s the construction of Park Pobedy, which remained on conservation, was resumed, with the station opening in 2003. The initial plan called for two stations between Park Pobedy and Kuntsevskaya: Minskaya and Slavyansky Bulvar, however, in order to speed up the work, it was decided to shorten the route and retain only a single station. Although Minskaya was first given the priority, under pressure from the local residents Slavyansky Bulvar, situated closer to residential areas, was finally chosen. The plan to simply cut off the Filyovskaya line at Pionerskaya was also reconsidered, and a cross-platform transfer at Kuntsevskaya was to be set up. The remaining Filovskaya line stations, Molodyozhnaya and Krylatskoye, were to be added to the Arbatsko–Pokrovskaya line. Construction of a new radial highway linking the city centre with the M9 highway — the Krasnopresnensky Avenue — was started in 2000s, and it was decided to have it pass under the Serebryany Bor forests via the new North-Western Tunnel that would combine auto traffic on upper level and Metro tracks from Krylatskoye to Strogino on lower level. Necessitated by safety measures, a provision for a new station, , was left between the combined tunnel and Strogino, to be completed once a new housing massif is established there. The original project for station, which was to be a two-storied station, was abandoned in favour of a single-vault one, with a provision to build a neighbour when and if another line finally reaches Strogino. The path to Mitino also introduced a new station, Myakinino, the first station on