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 at the old station one track has been closed, and at the new one they have 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 section of the LDL for this very Lyublinsko-Dmitrovskaya line, the old station will become the terminal 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 on a residual basis. What separates a good architect from a bad one is 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. The era of grand style in the metro is ending.
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 limestone rocks have been washed away by groundwater, which means that more than 200 cubic meters of karst voids have formed above the station.
It has been repeatedly stated by designers and builders at various levels 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 - in the 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 building of the Russian Army Theater. Now the construction of the station has entered an 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". Someday in the future, a transfer to a new station on the Circle Line (project name "Suvorovskaya") will be built here, which will be built on the existing section 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 this case, it is 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, an interesting project was announced. 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. There are 4 stations 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 Shosse 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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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 - 3
Three stations are planned on the northern section of the Lyublinsko-Dmitrovskaya line: Okruzhnaya, Verkhnie Likhobory and Seligerskaya.
Construction of the northern section of the LDL was carried out in areas of dense residential and industrial development with a large number of 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 a positive impact on the environmental situation 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. It has two lobbies and 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 reference the Savelovskaya Railway, which runs 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 vestibule was opened with access in the area of highway 71 along Dmitrovskoye Highway to the NGPT stopping points, residential, public and industrial buildings. 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 Highway, no. 2a with an underground pedestrian crossing and exit to Dmitrovskoye Highway. 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
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Lublin line- tenth line.
The line includes 10 stations, the total length is 17.6 km. The average travel time along the entire line is 25 minutes. The average speed of rolling stock is 37 km/h.
Traffic is open in the following areas:
“Chkalovskaya” - “Volzhskaya” in 1995, “Volzhskaya” - “Maryino” in 1996. Station “Dubrovka” - in 1999 The line runs entirely underground. The Chkalovskaya - Dubrovka section is deep, the Kozhukhovskaya - Maryino section is shallow.
Story
The Lublin line was “unlucky” from the very beginning... Construction of the line began along with “perestroika” in the mid-80s, and it was assumed that by the beginning of the new century the line would be fully operational.
However, troubles began almost immediately. According to the initial project, it was planned to route the line past the Lyublino station of the Kursk direction of the Moscow Railway, providing a convenient transfer to electric trains. Then the line was supposed to stretch along Krasnodonskaya Street, the Lyublino station was supposed to be at the intersection with Stavropolskaya Street.
However, due to the proximity of the line route to the protected zone of the Durasov Estate architectural monument, under pressure from the “public” (and in fact, politicians who made their careers on this wave [ ]), the project was changed, the line route was moved to Sovkhoznaya Street with the addition of another station.
The line returns to its previous route (to Lyublinskaya Street) only after the Bratislavskaya station. As a result of changes in the route and lack of funding, the first section was launched five years late.
Due to water-saturated soils, problems arose with the construction of the inclined passage of the Dubrovka station. The situation was complicated by the fact that large industrial enterprises on the surface, due to hot water leaks, constantly “heated up” the water below, and because of this it was not possible to use deep freezing. Trains passed through the station without stopping for more than 4 years. However, the general crisis in the country’s economy played into the hands of metro builders here. The shutdown factories stopped heating the groundwater, and it was possible, by freezing the ground, to complete the construction of the ill-fated inclined passage. The station was opened on December 11, 1999.
The column station "Rimskaya" was built according to a new design, without sub-platform premises. The stations “Krestyanskaya Zastava” and “Dubrovka” are column-wall, internal load-bearing structural elements rest on a monolithic reinforced concrete slab. The waterproof umbrellas at the stations are made of polymer, low-flammability materials. Italian architects took part in the artistic design of the Rimskaya station.
The lining of the distillation tunnels and near-tunnel structures in areas of the closed method of work is made of cast iron and precast reinforced concrete. For the first time in the construction of the Moscow Metro, when excavating a complex transition section from deep to shallow between the Dubrovka and Kozhukhovskaya stations, a Herrenknecht tunnel boring complex with a diameter of 6.2 m was used, using an active bentonite face load and hydraulic transport for soil release via pipelines.
In this section, a new structure made of high-precision reinforced concrete blocks was used as lining. The joints are sealed with elastomeric rubber seals installed on the blocks before their installation.
When crossing the Lublin Pond, the excavation was carried out in an open way in a sandy dam dumped in the bed of the reservoir. A protective wall made of frozen soil was built along the perimeter of the pit with pile fastening. After completion of the excavation, the dam was dismantled and the reservoir was restored.
The crisis that struck the country did not allow construction to continue at the pace it had begun, and now the line is severely “underloaded” with passengers due to the lack of convenient transfers in the central part.
Prospects
The section "Chkalovskaya" - "Sretensky Boulevard" (with a transition to "Chistye Prudy" and "Turgenevskaya") - "Trubnaya" (transition to "Tsvetnoy Boulevard") - "Dostoevskaya" (in the future, a transition to the station "Ploshchad Suvorov" Ring) is under construction line) - “Maryina Roshcha”.
The first launch section of the northern extension consists of the Sretensky Bulvar station with both transfers and exit to the city and Trubnoy with a transfer and exit. The second launch site is “Dostoevskaya” with an inclination and preparation for transfer to “Suvorovskaya”, “Maryina Roshcha” with an inclination, a passenger hall.
In the future, this line will run along the street. Milashenkova (st. "Sheremetyevskaya", "Butyrsky Khutor") Dmitrovskoe highway (st. "Petrovsko-Razumovskaya", "Okruzhnaya", "Likhobory", "Seligerskaya", "Yubileinaya", "Degunino".
With the completion of the construction of the second Petrovsko-Razumovskaya station, the tracks of the Serpukhovsko-Timiryazevskaya and Lyublinsko-Dmitrovskaya lines will be separated. Now (since only half of the two-station complex has been built), trains of the northern direction of the Timiryazevsky radius use the tracks of the future Lublin line, passing along the connecting branch.
At the same time, the Maryino - Zyablikovo section with the Borisovo, Shipilovskaya and Zyablikovo stations is being built. The latter will have a transition to the Krasnogvardeyskaya station on the Zamoskvoretskaya line.
The sections “Chkalovskaya” - “Trubnaya” - “Maryina Roshcha” and “Maryino” - “Zyablikovo” are scheduled for commissioning in 2007 and 2008. It is too early to talk about the timing of further construction of the line to the north. Details about the Lyublinsko-Dmitrovskaya line are in the “Future of the Metro” section.
Extension of the Lyublinsko - Dmitrovskaya line
The Lyublinsko-Dmitrovskaya line was planned to be built in a very short time; by the mid-90s it should have been ready for its full length, from Degunino to Zyablikovo. But the crisis that struck the country did not allow construction to continue at the pace it had begun, and now the line is “underloaded” with passengers due to the lack of convenient transfers in the central part and the unfinished southern section, which will allow some passengers to be pulled away from the overloaded Zamoskvoretskaya line.
Central section
The central section of the line, under construction for more than 15 years, includes the stations “Sretensky Boulevard” (interchange hub with the stations “Chistye Prudy” and “Turgenevskaya”), “Trubnaya” (transfer to the station “Tsvetnoy Boulevard”), “Dostoevskaya” and “Maryina” Grove".
Characteristics of the site under construction:
Construction - 6.7 km start-up - 5.0 km operational - 6.2 km
The average distance between stations is 1530m.
The highest is 1710m. the smallest - 1347m.
Rail type - P65.
The Sretensky Boulevard station is located under Turgenevskaya Square. The station is pylon, trayless with a combined lining, the first of its type in the Moscow metro. The station will be connected by interchange corridors with the Chistye Prudy and Turgenevskaya stations. Construction began in 1990, and to date the construction of the station tunnels has been completed. The construction of inclined escalator tunnels has practically not begun. The exit to the city will be in the existing combined underground lobby. More information about the construction of the Sretensky Boulevard station can be read in issue No. 31 of the Metrostroyevets newspaper dated August 16, 2002.
Trubnaya station has a column-wall design. Every fourth column section has been replaced with a pier, which increases their strength; the columns are supported by a monolithic reinforced concrete slab. Today, an inclined escalator passage, a tension chamber and side station tunnels have been built. At Trubnaya, the transfer to the Tsvetnoy Boulevard station of the Serpukhovsko-Timiryazevskaya line will be carried out from the northern end of the central hall, and from the southern end there will be an exit to the city on Trubnaya Square. The right distillation tunnel has been completed on the Sretensky Boulevard - Trubnaya section. On the Sretensky Boulevard - Trubnaya section, a minimum curve radius of 500 meters was adopted instead of the standard 600. This was done to divert the route from the protected zone of the Nativity Convent architectural monument.
Dostoevskaya station is located under the Soviet Army Theater at the intersection with the Circle Line. Column-wall station. Initially, it was planned to simultaneously build the Suvorovskaya station on the Circle Line in order to organize a transfer. However, due to a lack of funds, the construction of the Suvorovskaya station is postponed indefinitely and Dostoevskaya will be opened without a transfer.
Maryina Roshcha station is located near the Raikin Theater and the Havana Cinema. The station type is pylon; there are reversible dead ends behind the station.
After a long stop in construction, in 2005, the allocation of funds to complete work on the central section of the line finally began again.
Stated construction completion dates: "Chkalovskaya" - "Trubnaya" - "Trubnaya" - "Maryina Roshcha" -
Unfortunately, under pressure from the real estate company OJSC Open Investments, which lays claim to the site occupied by the mine complex through which the construction of the Maryina Roshcha station is being carried out, on December 5, 2003, the Moscow Government adopted “Order N 2239-RP” on the liquidation of the mine complex and vacating the construction site. Thus, the launch date of the station is postponed indefinitely.
The completion of the construction of the central section of the Lublin Line will reduce the load on interchange hubs in the city center.
Dmitrovsky radius
In the future, this line will run along the street. Milashenkova (st. "Sheremetyevskaya", "Butyrsky Khutor") Dmitrovskoe highway. At the Petrovsko-Razumovskaya station there will be a combined transfer to the Serpukhovsko-Timiryazevskaya line (the tracks will be switched as at the Kitay-Gorod station)
One interesting project was recently announced. 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. There are 4 stations 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.
“Okruzhnaya” is deep, located at the intersection of Dmitrovskoye Shosse with the small ring of the MK MZD, and will probably be built initially in structures, without finishing.
“Likhobory” with a branch to the electric 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:
“Yubileinaya”, shallow, near the intersection of Dmitrovskoye Highway and 800th Anniversary of Moscow Street;
“Degunino”, shallow, on Dmitrovskoye Shosse in the area of 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 light metro line will be built.
Southern section
Construction of the southern section of the Lublin line began at the beginning of the year, but all work has been stopped for about 10 years. From the Maryino station the line will stretch through the Borisovo district (Borisovo and Shipilovskaya stations) to the Zyablikovo station. The latter will have a transition to the Krasnogvardeyskaya station on the Zamoskvoretskaya line.
The stations “Borisovo”, “Shipilovskaya”, “Zyablikovo” will be shallow. A pit was dug for the Shipilovskaya station, but work was stopped and the pit was flooded with water.
The distillation tunnels from the installation chamber at the Shipilovskaya station towards Zyablikovo have been partially completed. The LOVAT Polina tunneling complex passed 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 construction.