Okrug station on the Lyublinsko-Dmitrovskaya line. Three new stations of the Lyublinsko-Dmitrovskaya line of the Moscow metro received their first passengers
The Lyublinsko-Dmitrovskaya line is the tenth line of the Moscow metro according to the number on the diagrams - a diametrical line connecting the north of Moscow through the center with the south-eastern regions. The completely underground line includes deep and shallow sections. The line is indicated on maps in light green.
Only one small section of the line has a long history of design. The route from the Peasant Outpost to the Dubrovka area is indicated on the metro development plan, adopted on March 21, 1933 by a resolution of the Council of People's Commissars of the USSR.
In the fall of 1957, as part of the development of a new promising scheme, a variant of a radius passing through Sharikopodshipnikovskaya Street was proposed. In 1960, along the same route, through the Peasant Outpost and Sharikopodshipnikovskaya Street.
Zhdanovsky radius was planned, but its design was changed already in 1961. In the master plan for the development of Moscow in 1971, the Timiryazevsky radius of the Serpukhovsko-Timiryazevskaya line appears with a branching and tracing from the station. “Petrovsko-Razumovskaya” to the north along Dmitrovskoye Highway to Beskudnikovo and further to Sq. Mark, as well as a section of a promising line connecting the Maryina and Zyablikovo districts in the southeast and going in the north to the Lianozov district, bypassing the center. However, any direct connection between these areas, as well as any construction of the central section, is not envisaged by the project. The start date for the design of the line is known: October 11, 1983. Construction of the priority section from the station. "Kurskaya" to the station. “Lublino” was planned for the XII Five-Year Plan (1986-1990). 6 stations were initially designed on the site: “Kurskaya”, “Sickle and Hammer”, “Krestyanskaya Zastava”, “Sharikopodshipnikovskaya”, “Pechatniki” and “Lublino”, with the introduction of station. "Kozhukhovskaya" in the second place. However
The first routing change occurred during the construction of the first stage. Initially it was planned to bypass the Lublin Ponds from the south, but the line fell into the security zone of the Durasov estate, and under public pressure the line was moved to north shore pond. At the same time, the location of the station was changed. “Lublino”, and between “Pechatniki” and “Lublino” an article appeared. "Volzhskaya".
Due to a change in the project, the first stage was reduced to "Volzhskaya", which was built using a new accelerated technology: with a single-span beam floor supported by walls in the ground. Excavation of soil from the station body was carried out after the construction of the ceiling.
Work on the construction of the line began in 1987. The first mine shaft st. “Rimskaya” was completed in July 1987. The most difficult section in construction was the transition section from deep to shallow between the Dubrovka and Kozhukhovskaya stations. Here the excavation was carried out using the German Wayss und Freytag TBM. The left distillation tunnel was completed in July 1990, after which the shield was remounted and the excavation of the right distillation tunnel began.
The first stage was inaugurated on December 28, 1995 with the participation of Prime Minister V.S. Chernomyrdin. The section of 6 stations and a depot was opened with numerous deficiencies. Of the designed interchange nodes, only the Ilyich Square - Rimskaya node was completely ready; at Chkalovskaya there was no transfer to the station. "Kurskaya" Arbatsko-Pokrovskaya line, and the transfer from the station. The “Peasant Outpost” on “Proletarskaya” was just under construction.
The deepest station - "Dubrovka" - was built in structures without an inclined passage, the excavation of which could not be carried out due to
high temperature
groundwater under the territory of GPP No. 1, making soil freezing impossible. The turnover was carried out using a temporary cross ramp in front of the station. "Volzhskaya", and directly behind the station the construction site of the open-pit method of work had already begun.
Construction of the central section from the station. “Chkalovskaya” to “Maryina Roshcha” began back in 1990. Shafts were passed and mine complexes were created, and the excavation of station and distillation tunnels began. Between 1995 and 2000, construction was carried out sporadically and then stopped completely.
There was a threat of failures of the surface due to the lack of allocation of funds to maintain the workings.
The southern section of the line from the station was also abandoned for a decade. "Maryino" to "Zyablikova".
Here work began in 1993 on the section between the Shipilovskaya and Zyablikovo stations. One stage tunnel was built, and the pit of the Shipilovskaya station was partially dug.
Construction of the Maryina Roshcha - Seligerskaya section began in the summer of 2011. Beyond Seligerskaya, it is planned to extend the line further along Dmitrovskoye Highway with the construction of the Ulitsa 800 Letiya Moskvy (Yubileinaya) station. Further routing was changed in 2011, and instead of another station on Dmitrovskoye Highway - “Degunino” - the station “Lianozovo” should appear, combined into a transport hub, where in addition to the railway. d. platforms and intercepting parking lots, a station for the future line will be created light rail in the Northern microdistrict.
Before the station "Verkhniye Likhobory" will depart two NNEs to the Likhobory depot - the second depot of the line, which will be built on the section between the railways near the platforms. NATI. Previously, it was also planned to build a branch to the Korovino area in the future. A project for the construction of a single-track station “NATI” on a branch near the electric depot was also presented, which further development
not received.
Construction of the southern section of the line from Maryina to Zyablikovo was resumed in 2008.
At the same time, landing st. “Borisovo” was moved to the north, and therefore the previously constructed section of the distillation tunnel was partially dismantled and filled with rubbish. Construction of all three stations in the structures was completed in 2011. December 2, 2011 section “Maryino” - “Zyablikovo” with a transfer to the station. "Krasnogvardeyskaya" Zamoskvoretskaya line went into operation.
Last updated November 2011 - 3
The length of the section from the station. "Petrovsko-Razumovskaya" to the station. Seligerskaya - 6.2 km
(including the connecting branch to the Likhobory depot) Number of stations Three stations are planned on the northern section of the Lyublinsko-Dmitrovskaya line: Okruzhnaya, Verkhnie Likhobory and Seligerskaya. Construction of the northern section of LDL was carried out in areas of dense residential and industrial development with big amount
existing city utilities and railway tracks. The engineering and geological conditions of construction are also very difficult. The tunnel route was dominated by mixed soils (from sand to limestone), often heavily watered. Drilling of distillation tunnels was carried out using both tunnel boring complexes (TMPC) and the mining method. When constructing stations in water-saturated soils, technologies for freezing and chemical fixation were used The commissioning of the section will improve the transport situation in the north of Moscow, reduce the traffic load on Dmitrovskoye and Korovinskoye highways, which will have an impact in the Beskudnikovo and Western Degunino districts.
JSC "Mosinzhproekt" is a management company for the construction of new lines and stations of the capital's metro.
Station "Okruzhnaya"
Located along Lokomotiv Proezd.
The station is three-vaulted, pylon, deep. Has two lobbies, underground pedestrian crossings. Equipped with elevators for disabled people and people with limited mobility. At the first stage, the southern lobby with access to Gostinichny Proezd, opposite No. 6 to the NGPT stop and residential buildings, was opened. The northern vestibule will be opened later and will become part of the Okruzhnaya transport hub, from where transfers to the stations of the same name on the MCC and the Savyolovsky direction of the Moscow Railway will be organized.
The station's interiors refer to Savelovskaya railway passing nearby. The image of the railway line is reflected in the decoration of the station ceiling - 5 lines of lamps are suspended on it on an openwork structure. The light from them reaches its station and the platform. The finishing of the passenger area is made in granite in black and gray tones, as well as white and colored marble in a golden hue.
Station "Verkhniye Likhobory"
Located along Dmitrovskoye Highway in the area where Beskudnikovsky Boulevard adjoins it.
The station is a pylon, deep. The deepest station on the Petrovsko-Razumovskaya section is Seligerskaya and one of the last deep stations in the Moscow metro. It has two lobbies and underground pedestrian crossings. At the first stage, the southern lobby with an exit in the area of 71 along Dmitrovskoye Highway to stopping points NGPT, residential, public and industrial development. The northern lobby will be opened in the second stage and will lead to the existing underground pedestrian crossing with exits on both sides of Dmitrovskoye Highway, Beskudnikovsky Boulevard, Dubninskaya Street, and the Church of St. Innocent, Metropolitan of Moscow in Beskudnikovo, to Dubninskaya Street, NGPT stopping points, residential, public and industrial development.
The station is decorated with granite in black and gray tones, as well as white and multi-colored marble with gray, red and coral splashes. The main accent of the central hall is a metric row of lamps that accentuate the plasticity of the ceiling decoration.
Along the connecting line from the Verkhnie Likhobory station, trains will be able to travel to the Likhobory electric depot, intended for maintenance and repair of rolling stock on the Lyublinsko-Dmitrovskaya metro line.
The Verkhnie Likhobory station will become part of the transport hub of the same name, which will provide a pedestrian connection with the NATI platform of the Oktyabrskaya Railway.
Seligerskaya station
Located along Dmitrovskoye Highway, near the fork with Korovinskoye Highway.
The station is a columnar, shallow station. It has two lobbies and underground pedestrian crossings. Equipped with elevators for disabled people and people with limited mobility. The exit from the northern lobby is located at Korovinskoye Shosse, no. 2a with an underground pedestrian crossing and exit to Dmitrovskoye Shosse. The exit from the southern lobby is along Dmitrovskoye Highway at highway 80 with an underground pedestrian crossing and exits on both sides of Dmitrovskoye Highway.
The station is finished with granite, porcelain stoneware, composite panels using stainless steel moldings, and tempered glass.
The station's ground pavilions are decorated in Art Nouveau style, like those in the Paris Metro. The curved surfaces of the ceilings continue the theme of the “vaults” of the LDL stations - “Maryina Roshcha”, “Fonvizinskaya”, “Petrovsko-Razumovskaya”, “Okruzhnaya”, “Verkhnie Likhobory”, combining them with the “Seligerskaya” station into a single architectural ensemble. The stained glass windows of the track walls with a pattern of flowing water are in the same associative row with the toponym “Seliger” - lakes, water, sparkles of morning dew.
On the basis of the Seligerskaya station, it is planned to create a capital transport hub, which will include a multi-storey parking above the bus station, a multifunctional complex, as well as the terminal station of the NGPT with passenger pick-up and drop-off areas and underground pedestrian crossings combined with metro vestibules.
Infographics: Moscow construction complex
St.m. Petrovsko-Razumovskaya (Lublinsko-Dmitrovskaya line) August 30th, 2016
The second hall of the Petrovsko-Razumovskaya metro station suddenly opened. So far, only the platform part and so far only trains of the Serpukhovsko-Timiryazevskaya line come here. Those who traveled from the center today could already visit the new station. Now "Petrovsko-Razumovskaya" will be the same as the metro station. " " - a station with a cross-platform transfer. If you are traveling to the center on the “gray” line, by going to the next platform you can transfer to the “lime” line and move to the center along it. Now on old station They closed one path, and on the new one, they also opened one. They promise that in the fall (well, by the end of the year for sure) they will open the section from the metro station. " " to Petrovsko-Razumovskaya, then we’ll see if there will be a redistribution of passenger flows. It is interesting that with the opening of a new LDL section for this very Lyublinsko-Dmitrovskaya line, the old station will become the final station, although it was never the terminal station as part of the Serpukhovsko-Timiryazevskaya line.
It’s quite strange, of course, that the entire station was not opened, but only the platform part, but it is what it is. Let's look at it this way.
As always, let's start with renderings. The station is very similar to the renderings. This is of course cool, since everything was built in accordance with what the architect intended.
“Drunk” pylons and light due to the “wave” of the track wall cladding. But here the station name looks normal. Everything in life is not so good.
The color of the station is almost white - color accents are only in the transitions.
The floor drawing is very interesting.
It was planned to make a glass fence in the passages, I understand that maybe they will bring it into compliance. At least the lower section that faces the station will be glazed. One of the stairs is equipped with a ramp. There’s also a coolly designed transition sign. Surprisingly, they ended up making it too.
A small bonus is a cross-section of the station. Here, if you look closely, you can even see benches, which were also eventually brought to life.
1. And now to the station. The entrance to the new hall lies through 2 double passages.
2. They hung a sign at the old station, but haven’t put anything on it yet.
3. The crossings are equipped with handrails. Stairs and handrails extend quite far into the central hall.
4. At the old station, the crossings have not been fully lined.
5. But the transitions themselves turned out very cool.
6. The walls are decorated with pink veined stone, and the handrails are recessed into niches.
7. Transition finishing is the only bright accent. The station itself is designed in light, calm colors. Here, too, the stairs lead into the central hall. One of the staircases is equipped with a ramp. Purely in theory, it can be used by disabled people and, again, the old station can now be considered accessible to disabled people. It’s a pity that while the fences are not completed, the part that faces the station should be glazed, as in the rendering.
8. There is also a sign here, but it is quite working, a sign has been pasted on it. True, get to the metro station. Zyablikovo will not work from here.
9. The ends in the side halls are painted black. In my opinion, this has never happened before; they are usually painted light.
10. Part of the wall here is finished with perforated stainless steel.
11. The feature of the station is, of course, the finishing of the pylons, or rather their shape. To be honest, I didn’t believe in the renderings that it would turn out cool, but it turned out cool in the end.
12. I also really liked the benches here. They may not be very comfortable, but they are certainly very stylish.
13. Some of the most beautiful benches. Remember the miserable benches on the metro station. "Salaryevo", "Rumyantsevo", "Kotelniki"? They were clearly made according to residual principle. What is the difference good architect The only bad thing is the attention to detail. Metrogiprotrans, to my great regret, is being squeezed out of the design of metro stations, so there will be less and less organic interiors, taking into account all the little things. era big style leaves for the subway.
14. There are quite a few benches, but they are all at the ends of the side halls.
15. The track wall is not separately illuminated; it is in twilight - such an atypical solution.
16. There is a sign on the track wall and there is already a transfer to the Lyublinsko-Dmitrovskaya line.
17. From the platform hall you can go upstairs from the ends of the central hall using escalators, but for now they are closed. They did it in a very original way - they drew escalators on the poster.
18. At first it is difficult for passengers to navigate. Suddenly they arrive not at the usual Petrovsko-Razumovskaya station, but at some unknown station. But I think everyone will quickly get used to it.
19. The inscription on the track wall, as I already said, when we were building the station, is not readable.
20. The lighting of the central hall was well done, with such stripes.
21. The pattern on the floor is the same as in the renderings, but for some reason the stone is not gray, but black at the intersection, but vice versa. A little strange.
22. Interesting fact. Architect Vladimir Zinovievich Filippov took part in the design of the old Petrovsko-Razumovskaya station. The station was opened in 1991. And now, 25 years later, a new station opened and V.Z. also took part in its design. Filippov. This is how continuity turns out. Nekrasov A.V. and Moon G.S. also worked on the station.
23. The station is not monochrome, the stone with which the pylons are trimmed is a pleasant creamy warm color.
24. Navigation and old-style metro map. Most likely, they were made solely for the opening of the hall, this is temporary navigation, and eventually navigation will appear here in accordance with the new requirements.
25. That’s it, now we’ll wait for the station to become cross-platform and from here trains will go to the light green line. We are also waiting for the lobbies to open, it will be interesting to see.
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In order to affect the soil mass above the station as little as possible, during the construction of Sretensky Boulevard, the Metrogiprotrans design institute proposed a new unique design of a pylon station, in which the technology for constructing station tunnels made it possible to avoid drilling and blasting operations. First, mining machines drove the entire length of four small-diameter support adits with temporary support, and then the arch part of the tubing lining of the station tunnels rested on the concrete foundation built in them.
Most of the main load-bearing structures of the station had already been built by the time construction was frozen. However, a considerable part of the underground workings continued to remain on temporary support, which was not designed for long-term use, because according to the project, the entire construction cycle of the station took only 4 years. The situation was becoming dangerous; the rotten structures of the temporary support could not withstand the pressure of the soil, which threatened failures and surface settlements, damage to existing tunnels and metro stations. Experts sounded the alarm, a number of urgent works were carried out, and by 2003 the situation was somewhat improved. The temporary fastening was replaced with a permanent one, and the excavation of the station tunnels was gradually completed. However, experts were also concerned by the fact that water entered the unsealed workings, gradually washing out dolomite flour from the entire massif under Turgenevskaya Square. Since the start of construction of the station, it is estimated that more than 400 tons of calcareous rocks have been washed away by groundwater, which means that more than 200 cubic meters karst voids.
Repeatedly designers and builders at the most different levels it was said that maintaining unfinished underground construction ultimately costs more than completing it. And if we take into account the need to eliminate the consequences of possible man-made disasters...?
Unfortunately, the construction of Sretensky Boulevard was not limited to geological and technological problems. Since the construction of the station was supposed to be completed in a short time, the Moscow Government allocated a site in the city center, occupied by the Metrostroy mine complex, for the construction of a new building for the Et Cetera theater under the direction of Alexander Kalyagin. Time passed, the construction of the station was frozen due to lack of funding. However, no one canceled the corresponding Government Resolution and the “Union of Theater Workers” began to demand the allotted territory. The situation was resolved through negotiations. As a result, Metrostroy partially vacated the site, preserving the mine complex, and the construction of the theater is carried out in two stages: the first - on liberated territory has already been completed, and the second will continue after the completion of work on Sretensky Boulevard. It must be said that such a half-hearted solution is very irrational, and this became especially obvious when work on the construction of the station was in full swing. Due to constant traffic jams, it is possible to organize the removal of rock and the delivery of materials only for several hours late at night, and heavy heavy equipment can hardly turn around on a cramped construction site.
In 2007, the station was opened without a separate exit to the city. The construction of a large inclined escalator tunnel has been postponed until 2008-2009. At the same time, the existing underground vestibule of the two stations will have to be reconstructed into a combined vestibule of all three stations.
Next station on the line "Pipe" located under the square of the same name and Tsvetnoy Boulevard. According to the original project, it was not assumed that Trubnaya (even temporarily) would become the final one. Due to the fact that the launch site includes only two stations, builders have to sort through the lining of already built tunnels to build ramp chambers and a connecting tunnel between the main tracks in order to ensure the possibility of train turnover beyond Trubnaya.
Trubnaya station is a three-span, column-wall station. To enhance architectural expressiveness, every fifth passage between the columns is replaced with a blank wall insert. At Trubnaya, as well as at Sretensky Boulevard, there are no sub-platform premises - a separate 9.5-meter tunnel was built for service needs and placement of traction substation equipment between the tracks behind the station.
Further, towards the future station "Dostoevskaya" Distillation tunneling has been completed. The station itself will be located next to the Theater building Russian army. Construction of the station has now begun active phase, work is underway to excavate station tunnels and a large escalator slope.
"Dostoevskaya" will be a three-span station of column-wall construction, similar to "Peasant Zastava" and "Dubrovka". Sometime in the future there will be a transfer station built here. new station Circle line(project name "Suvorovskaya"), which will be built on the existing stretch between "Novoslobodskaya" and "Prospekt Mira". Moscow Metrostroy already has experience in constructing a station on an existing section of the metro. In the 70s, for the first time in the world, a deep metro station, the Gorkovskaya station (now Tverskaya), was built in difficult engineering and geological conditions on an existing line, without stopping train traffic and installing temporary tracks in bypass tunnels. All work affecting active tunnels was carried out during a short overnight window.
The last station of the central section of the Lublin line will be "Marina Grove", located along Sheremetyevskaya Street in the area of the Havana cinema. A reversible dead end will be built behind the pylon-type station.
Work on the construction of the station also began in the early 90s, stopped and has now begun again. Unfortunately, the situation with the construction of the station is also associated not only with geological and financial, but also with legal and political problems. The fact is that, just like at Sretensky Boulevard, a contender was found for Metrostroy’s technological site. IN in this case- also a theater, namely the A. Raikin Center for Culture, Art and Leisure. Under pressure from the development company OJSC Open Investments, which was building the center, the mine complex through which the station was to be built was liquidated in 2004. By this time, the technological structures of the mine complex, mine yard, and approach workings had been completely erected, and several tens of meters of the distillation tunnel and partly the station tunnel had been completed.
Construction work at the station is now being carried out from another mine complex located on Trifonovskaya Street (the construction of the Dostokvskaya - Maryina Roshcha section was carried out through this shaft). Such a solution will significantly complicate the work, complicate the removal of rock and installation of equipment, and increase the time and cost of construction.
At Maryina Roshcha, for the first time in the practice of domestic metro construction, it was decided to construct inclined passages using a specialized mechanized tunnel boring complex. The unique TBM "LOVAT", specially designed for the construction of inclined tunnels, is already on its way to Moscow, will soon be installed on the site and will begin excavation.
Southern section
Construction of the southern section of the Lublin line began in the early 90s; about 10 years ago all work was stopped. From the Maryino station the line will stretch through the Borisovo district (Borisovo and Shipilovskaya stations) to the Zyablikovo station. At the latter there will be a transition to the Krasnogvardeyskaya station of the Zamoskvoretskaya line.
The stations "Borisovo", "Shipilovskaya", "Zyablikovo" will be shallow, with a single vault design. A foundation pit was opened for the Shipilovskaya station.
The Zyablikovo station will be located in a curve with a radius of 1500 m, which is due to the need to place it within the boundaries of the curved technical zone of the metro. There are reversible dead ends behind the station. In order to use the Brateevo metro depot for the Lyublinsko-Dmitrovskaya line, after its commissioning, the construction of a service connecting line with a length of 1.1 km is planned on the extension section of the Zamoskvoretskaya line.
The distillation tunnels from the installation chamber at the Shipilovskaya station to the Zyablikovo direction have been partially completed. The LOVAT "Polina" tunneling complex drove about 190 rings from the installation chamber in the floodplain of the Gorodnya River (in the area of the future Borisovo station) towards "Maryino". Currently, the complex has been dismantled and sent for the construction of the metro in Kazan.
Work on the construction of the southern section of the Lublin line resumed in 2008. The tender for the construction of this section was won by OAO Transinzhstroy.
Completion of construction of the Maryino - Zyablikovo section, 4.33 km long, is scheduled for 2010. The construction of this section will significantly reduce the load on the Zamoskvoretskaya line, the southern radius of which is currently operating at capacity.
Dmitrovsky radius
After Maryina Roshcha, the Lyublinskaya line (or rather the Dmitrovsky radius of the Lyublinsko-Dmitrovskaya line) will continue to be built further to the north, the route will run along Milashenkova Street (deep stations “Sheremetyevskaya” and “Butyrsky Khutor” will be built here) to the existing station “Petrovsko-Razumovskaya” ", where a combined transfer to the Serpukhovsko-Timiryazevskaya line will be organized. Further the line will stretch along Dmitrovskoye Highway to Degunino and Beskudnikovo.
A few years ago there was one interesting project. It is proposed to build 4 stations north of Petrovsko-Razumovskaya without waiting for the construction of a complex and expensive deep connecting section from the station. "Marina Grove". Metrogiprotrans was given the task of correcting the feasibility study (feasibility study) for the priority construction of the northern section. The accelerated construction of the second Petrovsko-Razumovskaya station will make it possible to organize a convenient cross-platform transfer. 4 stations are proposed on the priority site:
"Petrovsko-Razumovskaya-2"- parallel to the existing one, columnar, deep. The left station tunnel has already been constructed at the station.
"District" deep, located at the intersection of Dmitrovskoye Highway with the small ring of the MK MZD, it will probably be built initially in structures, without finishing.
"Likhobory" with a branch to the electrical depot, shallow, located on Dmitrovskoye Shosse at the beginning of Beskudnikovsky Boulevard
"Seligerskaya", shallow, on Dmitrovskoe highway near the fork with Korovinskoe highway.
In the future, it is planned to extend the line further north, with stations:
"Anniversary", shallow, near the intersection of Dmitrovskoye Highway and 800th Anniversary of Moscow Street
"Degunino", shallow, on Dmitrovskoe highway near Dolgoprudninskaya street
And in the very distant future, the line may reach the Northern region. However, these are plans for such a long term, and they can change so many times that they should not be discussed seriously. Perhaps, instead of extending the Lyublinsko-Dmitrovskaya line, a high-speed tram line will be built.
The construction of the Dmitrovsky radius will radically improve the transport situation in this sector of the capital, significantly relieve the Serpukhovsko-Timiryazevskaya and northern radius of the Zamoskvoretskaya line, the Lyublinsko-Dmitrovskaya line will become one of the longest in the Moscow metro.
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