JPRS ID: 10127 USSR REPORT TRANSPORTATION

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• Sequence Number: 42
• Content Type: REPORTS

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JPRS L/ 10127
19 November 1981
~
USSR Re ort
p
TRANSPORTATIO~
CFOUO 7/81 ~
FBIS FOREIGN BROADCAST INFORM~TION SERVICE
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JPRS L/10127
19 November 1981
USSR REPORT
- TRANSPORTATION
(~ouo ~/s1)
CONTENTS
MISCELLANEOUS
Metrc~ in Ttaenty Cities: SOth Anniversary of Soviet Subway
Construction
(A. Lugovtsov; METROSTROY, No 3, 1981) 1
Improved Transportation Systema Needed for Tyumen
(V. A. Vasilyuk; ?IEFTYANAYA PROMYSHLENNOST' SERIYA ~
NEFTEPROMYSLOVOYE STROITEL'STVO, No 8, 1981) 2~
- a - [III - USSR - 38d FOUO]
cnn nr. r, r~~ ~ r i rcrr n*tT v
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MISCELLANEOUS
METRO IN TWENTY CITIES: SOTH ANNIVERSARY OF SOVIET SUBWAY CONSTRUCTION
.
Moscow METROSTROY in Russian No 3,1981 pp 6-18
[Article by A. Lugovtsov, chief of Metrogiprotrans: "50th Anniversary of Soviet
Subway Construction: The Subway in ~aenty Cities"]
[Excerpts] The Moscow Metrostroy [Administration for Construction of the Moscow
Subway], which is celebrating its semicentennial, has become the springboard for
development of Soviet subways. The main direct~~ons of tneir planning and construc-
tion were the basis of this interview with A. S. Lugovtsov, c~tiief of the lead
- Metrogiprotrans [exact expansion unknown~ planning and surveying institute: ~
~ [Answer] It can be said definitively that the future of many ma~or cities is
linked with constructicn of a subway. During the last decade the number of cities
in the country with a pop~ilation of over a million persons doubled. Just from data
of the All-Union Survey of 1979, 18 cities have surpassed the one-million level of
inhabitants, and six have come close. In the majority of cases the crossing of
thi.s threshold complicates the solution to the surface transport problem. Social
need thus poses the task of expanding the geography of the most effective form of
public transport--an off-street form providing mass high-speed, regular, comforta-
- ble transportation.
~ The subway, born of the city's needs, becomes an active part of its life in the
very period of its formatioti and later becomes an important city-f orming factor by
giving rise to certain construction activities. Today it is difficult to picture
Moscow, Leningrad, Kiev, Tbilisi, Baku, Khar'kov and Tashkent without high-speed
underground lines. The Moscora Subway System is constantly increasing the overall
length of the network. It will increase 29.4 km in the present five-year plan.
- The Leningrad Subway is celebrating its 25th anniversary, the Kiev its 20th, and
the Tbilisi its 15th. nuring every 24-hour period the 46 station lobbies of the
city on the Neva and the 127 escalators deliver up to two million persons to the
underground platforms. Three high-speed tunnel routes interconnect practically all
rayons of the city. In Kiev, Tbilisi and Baku, where two lines each already are in
operation, the subway takes up to one-third of citywide transportation.
A subway has opened in Yerevan. The prestartup time is approaching in Minsk,
Gor'kiy and Novosibirsk. Preparatory and tunneling work has begun in Kuybyshev,
Sverdlovsk and Dnepropetrovsk. Feasibilit~ studies are being drawn up for subways
in Rostov-na-Donu, Alma-Ata, Omsk, Chelyabinsk and Pern?'. A TEO [feasibility
studyJ already has been approved for Riga.
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r Vn ur r l~.lrw u.s~ v....?
- The overall amount of construction and installation work in subway construction
will rise 45 percent in the current five-year plan in comparison with the previous
plan. The start-up of some 100 km of new lines is planned.
[Question] Anatoliy Stepanovich! Tell us how hydrogeological and other local
features affect a solution to key technical problems, the selection of mzthods of
performing the work, planning and technological struetures, and i.he configuration
of transport complexes as a whole.
[An~wer] There are no cities with identical geological engineering, urban develop-
ment and other conditions, let alone combinations of these conditions. Every new
city where a subway is born is a new page in planning and construction, an invaria--
ble creative search and enrichm2nt of experience previously obtained.
For example, in surveying the Tashkent subway route, we encountered an unusual soil
environment:unstable loessialrock. This required the development of effective
. steps to design reliable foundations for facilities and continuous tunneling. The
hot climate made it necessary to create special ventilation systems. A 2one of
higti seismicity left an imprint on the nature of tunnel components, which were made
of sectional elements with rigid and yielding joint connections and reinforcing
seismic bands.
Al1 these tasks had to be accomplished for the first time in our practice.
_ In its three years of operationy the Tashkent Subway has withstood 25 earthquakes
with an intensity to 6, and it must be said that it withstood them excellently.
Let's take Minsk, which is not such an exotic example. The unique planning pattern
of its center--two almost equivalent city nuclei stand out along the basic archi-
tectural axis--forced more than one version of track construction to be studied.
The geology forced the acceptance of shallow tunnels (usually deep tunnels are more
preferable in a denseiy built-up center with monuments o� historical architecture).
� There was a threat that surface transport would be shut down for the period of con-
struction.
~ But the optimum design solution was found. In conformity with it, future transfer
complexes were located in tr~c most important passenger-originating ~unctiotts. One
of the central stations was laid out in the plan so that it would bP able to
recEive simultaneous passenger flows from Lenin Square and the railroad station (at
first we assumed it was possible to erect only subway stations.of the sec.ond sec-
tion in the vicinity of the train station). Construction of shallow.r uns of tun -
ne ls ~tas envisaged as being by the covered method convenient for the city. The
nonsag tunneling is done by a unit with a set of equipment for erecting a continuous
pressed concrete casing, designed in our institute. A significant part of the line
under construction already has been developed successfully.
A new "bouquet" of special features has been identified now in the TEO development
stage of subways in Rostov-na-Donu and Alma-Ata, and they are forcing us to seek an
approgriate approach both to the question of drawing up a general arrangement for
high-speed underground transportation in each of these cities, and to selection of
the depth of the routes. In Alma-Ata in particular the deep layers (Quaternary
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deposits) literally are larded with boulders. And in Rostov-na-Donu it will be
necessary to undertake capital mining work under rather narrow streets, in unsta-
ble, water-saturated soils, and with a difficult crossing of the Don and its
tributary. In all probability, shallow t~inneling is contraindicated here, but
deep tunneling is fraught with serious technical complications. L~That is to be
done? We are deciding. There are no ready-made solutions.
The conditions of Dnepropetrovsk advance a dif�erent range of problems: obtaining a
smooth contour of the tunneling, mechanization of the building of deeply embedded
single-vault stations in fractured granites, and so on.
[Question] The Soviet school of subway planning is based on the diverse experi-
ence in building them in different cities around the country. What long-range
developments are contained in the latest plans of Metrogiprotrans and its affil-
iates?
[Answer] I w~uld have to answ~r this question rather diffusely. I'll note the
most important ones. Among them are the compact transfer ~unctions of the combined
type according to the direction af train traffic, with parallel station platforms,
as well as of the central and central-end types with short passages. Architectural
salutions of stations with an organic combination of functional and esthetic ele-
ments. Highly effective syster~s of tunnel ventilation with new reversible devices;
traction. units at electrical substations with semiconductor rectifiers and dry
transformers; as well as an automatic speed regulating system permitting an
increase in carrying capacity of the lines. More economic and less labor-intensive
components of deeply embedded stations: columnar with double-row cofferdams, and
pylons with a reduced pier width. Large-size reinforced cement and aluminum water-
tight canopies for escalator tunnels. The technology and tunneling equipment for
mechanized tunneling.
The experience of Leningradites, who in January of this year set a world record
f o r d i g g i n g t u n n e 1 runs in extending the Mo scow-Petrograd 1 ine--1, 250 m per
- mon[h--gave a new impetus to the identificatiou of organizational and technical
reserves for increasing average construction rates in each specific geological
engineering situation.
Uur immediate program includes an increase in the industrial features of components
and methods of building stations by the open method and vestibules; a reduction in
their material consumption; and the adoption of tieless tracks convenient to oper-
ate, and ottier arrangements.
[Question] Speaking of arcnitecture...
[Answer] The underground space limited to standardized dimensions and the absence
of a facade in the urdinary meaning of the word regulate the work of the subway
architect. Moreover, far from all finishing materials can be used because of
operating conditions. The station type and its volt:metric-spatial solution cannot
var.y within broad limits, since it depends directly on geological engineering.
Nevertheless, there are many known achievements in our underground architecture. I
believe they stem from the special attention to the architecture of subway stations
and the creation here of a pleasing, artistically sonorous spatial environment.
This is a priority of Soviet subway construction.
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r'utt ur~r~ll:lAL U5~ UNLY
We proceed from the Moscow experience in developing an architectural concept of new
subway lines. And it seems to me that we .are departing further from the extremes
in interpreting the architectural and artistic "filling" of stations which occurred
in a number of instances, and approaching that rea~onable measure of which much has
been said but which is difficult to achieve. We still see attempts to oversaturate
the appearance of subway stations in new cities. .
Creative discussions of architectural plans greatly cantributP to their improve-
ment. It is advisable to hold such discussions not only in the final planning
- stage but even when the concept has jelled. In selecting means of architectural
expression it is important to have a concrete disclosure of the interconnection of
functional and estheta.c elements. The organic alloy of architectural, artistic and
engineering solutions subordinated to a specific idea and assuming a laconicism of
architectural expressiveness is the backbone of this interconnection. I emphasize
that a synthesis of architecture and the fine arts in the subway must bear not a
mechat~ical, but a naturally merged character. The creative union of architect,
artist and engineer is so necessary for this reascn. The engineering interpreta-
tion and creation of the optimum structural basis is of grea4 importance in the
search f:,r aew volumetric-spatial solutions. One of the achievements of recent
years was rhe rebirth of shal.low, single-vault stations in Moscow, Khar'kov and
Tashkent. A vault of variable section with internally broadened abutment and tie
beam reinforced with spaced frame~--that is the variety of single-vaulted s*_ations
of the Khar'kov subway. These components have beer. gi~~en seismic sEability in
Tashkent. The appearance of new arrangements in combination with a diversity of
artistic treatment has enriched the architectural appearance o~ the subway as a
whole. .
The best models of underground architecture are being created in a unique, imagina--
tive manner by developing national traditions in a truly innovative way and in the
process of mutual enrichment of experience.
Every city where a subway is being built has many centuries of history. The
interiors of subway stations uniquely recreate the spirit of revolutionary trans-
formations and the traces of preceding centuries, and they accumulate the modern
times rich in events. The ideological influence of the works of architecture is
continuous, and the years are not lessening it.
[Question] What milestones in the further development of the Moscow subway are
being planned today?
[Answer] The institute has begun a new phase for branching out the network of the
capital subway in coordination with the long-range general plan for city develop-
ment being drawn up by NIiPI Genplana [Scientific Research and Planning Institute
for the General Plan]. Design decisions will be based on the radial-ring structure
previously adopted and which has proven itseii.
It is important to provide for a consolidation of the network and a more even dis-
- tribution of passenger flows in connection with an increase in city size and size
of the population. There unquestionably will be an increase in the number of dia-
metrical lines. It will not be sufficient to have only the Ring Line as the dis-
tributor of passenger flows. II1 speaking of this, we also have to consider their
expected increase in concen~ric directions.
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Which is more advisable? A second ring or a combination of chord lines? Or per-
haps a combined system of phased adjoining ring and chord sectors will be the most
acceptable. The main criterion for our feasibility studies is the speed and con-
venience of transportation.
[Question] Won't the question of building express subway lines in Moscow arise in
connection with this?
[Answer] I believe they will not be required in the foreseeable future. In New
York, for example, express lines in combination with local lines in the Manhattan
area were ~.he result of an excessive concentration of passenger flows in a narrow,
elongated territory, and in some other cities they are the result of an uncon-
trolled increase in travel distance on local lines.
It also has to be borne in mind that the gain in time of travel through a consider-
able increase in distances between stations turns out to be a loss for lesser
travel distances. We adhere to the viewpoint that the lengths of runs must be set
with consideration of providing comf ortable movement for the majerity of passen-
gers.
The rationally planned outlines of the structural basis being developed for the
capital subway will contribute to a further increase in flexibility of its system,
the degree of carrying capacity, and speed indicators. Precise coordination in
development of the subway and city construction depends on us to a certain ext-ent.
[QuestionJ Please comiuent on the basic provisions of general plans for development
of other subways in the country.
[Answer] Consideration is gi~~en in developing the plans not only to future city
construction, estimated passenger flows and the foci of their gravitation, but
also to the principle of building a subway network providing an opportunity for
traveling from any given point to any other with no more than one transfer. As a
rule we are using systems of three or more ].ines with their intersection in a cen-
tral part of the city. The triangle formed by the transfer junctions is the struc-
- tural basis of the plan.
~
A successful design version was found in forming the subway network in Dneprope-
trovsk. Not an intersection, but the contiguity of two lines at the same level
- with the shortest combined-type transfer has been provided in the vicinity of the
future "Yrospekt I1'icha" station. Approximately the very same decision was
planned for the Moskovskaya station in Gor'kiy.
I wou?d also like to highlight such important provisions of the general layouts as
assurance of an effective interaction of subway lines with other types of transpor-
tation by creating multilevel traffic systems; and the organization of a uniform,
maneuverable network of high-speed suburban-city lines by having subway lines
adjoin railroads in peripheral areas. I believe that a redundancy of passenger
vehicle parking areas in the vicinity of subway terminal stations also would be
of significant importance. This should contriLute to a comprehensive improvement
in transportation services for the population.
S
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Folt Ur~r~lC1[~. U5~ UNLY
Facts and Figures
The Glavtonnel'metrostroy [Main Administration for Construction of Tunnels and
Subways] is the largest association of contracting, industrial and planning-design
organizations carrying out the construction of subways, transportation tunnels and
various underground facilities in our country.
There are 13 administrations of construction prajects (trusts) with 86 primary
line organizations engaged in building subways and tunnels. They are the terri-
- torial construction and installation administrations (trusts)--Mosmetrostroy,
Lenmetrostroy, Kievmetrostroy, Tbiltonnel'stroy (Tbilisi Tunnel Construction],
Baktonnel'stroy [Baku Tunnel Construction], Armtonnel'stroy [Armenian Tunnel Con-
struction], Khar'kovmetrostroy, Tashmetrostroy [Tashkent Subway Construction],
Bamtonnel'stroy [Baikal-Amur Railroad Tunnel Construction.], Minskmetrostroy, Gor-
metrostroy [exact expansion unknown] and others. They are equipped with highly
productive tunneling and construction machinery, have skilled personnel and have a
well-developed industrial base. These administrations build complete subways and
tunnel facilities under general contract conditions, using specialized organiza-
tions.
The conduct of scientific research and development of new models of equipment is
the responsibility of the Tunnels and Subways Department of the All-Un3.on Scien-
tific Research Institute of Transport Construction and the SKTB [Special Design and
Technological BureauJ of Glavtonnel'metrostroy.
Thirteen industrial enterprises function in the Glavtonnel'metrostroy system. More
than 220,OOU m3 of precast reinforced concrete, 360,000 m3 of concrete commodities,
32,000 tons of cast iron tubing, and almost 10,000 tons of inetal components are
delivered to construction sites each year.
The manufacture of precast reinforced concrete components for tunnel casings is
accomplisheci at ZhBK [reinforced concrete componentsj plants of construction admin-
~ istrations. The largest of them is the Ochakovo Plant of Mosmetrostroy.
The Cherkizovskiy ZhBK Plant of ylosmetrostroy produces 40,000 m2 of marble and
18,000 m2 of polished granite each year for finishing subway stations.
~'roduction of heading machines and tunnelling complexes and production ot cast iron
tubing for large-diameter tunnels (8.5 m and 9.5 m) has been organized at the
Moscow Machinery Plant of Glavtonnel'metrostroy. Nonstandard equipment, vehicles,
machinery and means of small-scale mechanization for all kinds of tunneling work
are manufactured at this same enterprise as well as at machinery plants of con-
struction administrations.
The Moscow Subway network is 193 km lang with 115 stations; the Leningrad Subway
is 71.6 km inng with 41 stations; the Kiev Subway--28.4 km with 21 stations; the
- Tbilisi--L9 km with 16 stations; the Baku--21.9 km with 12 stations; the Kh~~r'kov--
18.2 km with 13 stations; the Tashkent--16.7 lan with 12 stations; and the Xerevan
Subway is 7.6 km long with 5 stations.
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Stages of the Great Path (Chronicle of Construction Starts)
Length, Nr of Year in
km stations o eration
Moscow
Operating
lst Section
Kirovskiy Radius:
Sokol'niki-Park kul'tury
Arbatskiy Radius: } 11.6 13 1935
Kaiininskaya-Smolenskaya
2d Section:
Arbatskiy Radius:
Smolenskaya-Kievs?=aya 1.3 1 1937
Pokrovskiy Radius:
Ploshchad' Revolyutsii-Kurskaya 2.4 2 1938
' Gor'kovskiy Radius:
Ploshchad' Sverdlova-Sokol 9.6 6 1938
3d Section:
Zamoskvoretskiy Radius:
Ploshchad' Sverdlova-Avtozavodskaya 6.5 3 1943
Pokrovskiy Radius:
Kurskaya-Izmaylovskiy park 7 4 1944
4th Section:
Kol'tsevaya liniya:
Park kul'tury-Kurskaya 6.7 6 1950
Kurskaya-Belorusskaya 6.9 4 1952
Arbatskiy Radius:
Arbatskaya-Kievskaya 4.5 3 1953
Kol'tsevaya liniya:
Belorusskaya-Park kul'tury 5.8 2 1954
Pokrovskiy Radius:
Izmaylovskiy park-Pervomayskaya* 1.3 1 1954
Frunzenskiy Radius:
Park kul'tury-Sportivnaya 2.5 2 195
Rizhskiy Radius: [sicJ
Prospekt Mira-VDNKh 5.4 4 1958
Filevskiy Radius:
~ Kievskaya-Kutuzovskaya 2.1 2 1958
Frunzenskiy Radius:
Sportivnaya-Universitet 4.5 2 1959
*The previously operated run was closed with the opening of the new Izmaylovs~Ciy
park--Izmaylovskaya sector.
10
_ F~ ~
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[Continued from previous ~age]
Length, { Nr of Year in
km ~ stations o eration
Moscow
Operating
File~skiy Radius:
Kutuzovskaya-Fi]_i 1.4 1 1959
Pokrovskiy Radius:
Izmaylovskiy park-Pervomayskaya 3.2 2 1961
Filevskiy Radius:
Fili-Pionerskaya 4.6 3 1961
Kaluzhskiy Radius:
Oktyabr'skaya-Novyye Cheremushki 8.9 5 1962
Pokrovskiy Radius:
Pervomayskaya-Shchelkovskaya 1.8 1 1963
rrunzenskiy Radius:
Universitet-YuQo-Zapadnaya 4.4 2 1963
Kaluzhskiy Radius:
Novyye Cheremushki-Kaluzhskaya 1.7 1 1964
- Gor'kovskiy Radius:
Sokol-Rechnoy vokzal 6.5 3 1964
Filevskiy Radius:
- Pionerskaya-Molodezhnaya 3.9 2 1965
Kirovskiy Radius:
Sokol'niki-Preobrazhenskaya ploshchad' 2.6 1 1965
Zhdanovskiy Radius:
Taganskaya-Zhdanovskaya 14.5 7 1966 .
Zam~skvoretskiy Radius:
Avtozavodskaya-Kakhovskaya 9.6 4 1969
Kaluzhskiy Radius:
Oktyabr'skaya-Pl~~shchad' Nogina 4.2 2 197U
7hdanovskiy Radius:
Taganskaya-Plostichad' Nogina 2.1 1 1970
Rizhskiy Radius:
_ Ploshchad' Nogina-Prospekt Mira 3.2 2 1971
Krasnopresnenskiy Radius:
Barrikadnaya-Oktyabr`skoye pole 8.1 5 1972
Kaluzhskiy Radius:
Novyye Cheremusiiki-Bel.yayevo 3.8 2 1974
Krasnopresnenskiy Radius:
Yloshctiad' Nogina-Barrikadnaya 3 2 1975
Oktyahr'skoye pole-Planernaya 9.7 4 1975
11
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[Continued from previous page]
Length, Nr of Year in
km stations o eration
- Tio s cow
Operating
Rizhskiy Radius:
VDNKh-Medvedkovo 8.3 4 1978
- Gor'kovskaya 1 1979
Kalininskiy Radius:
Marksistska~a-Novogireyevo 12 6 1979
Shabolovskaya 1 1980
Under Construction
Serpukhovskiy Radius:
Serpukhovskaya-Yuzhnaya 13.9 8 1983
Zamoskvoretskiy Radius:
Kashirskaya-Orekhovo 6.4 3 1984
Serpuktiovskiy Radius:
Serpukhovskaya-Biblioteka im. Lenina 2.8 2 1984
Zamoskvoretskiy Radius:
Orekhovo-Brateyevo 3.4 2 1985
~ Kalininskiy Radius:
- Marksistskaya-Novokuznetskaya 1.6 1 1985
. Future
Serpukhovskiy Radius:
Yuzhnaya-Krasnyy mayak 1.3 2 1985
- Kaluzhskiy Radius:
Belyayevo-Yasenevo 6.5 4 1986
Serpukhovskiy Radius:
Krasnyy mayak-Krasnyy stroitel' 3.3 2 1987
Timiryazevskiy Radius:.
- Novoslobodskaya-U1. Rustaveli 11.5 7 1988
U1. Rustaveli�Otradnoye }
Novoslobodskaya-Biblioteka im. Lenina 3.5 2 1989
Leningrad
Operating
Kirovsko-Vyborgskaya Line:
Avtovo-Ploshchad' Vosstaniya 10.8 8 1955
Ploshchad' Vosstaniya-Ploshchad'�Lenina 3.4 2 1958
rloskovsko-Petrogradskaya Line:
Tekhnologicheskiy institut-Park Pobedy 6.6 5 1961
Tekhnologicheskiy institut-Petrog.radskaya 5.9 4 1963
� 12
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Continued from revious a e]
Length, Nr of Year in
km stations o eration
Leningrad
Operating
Kirovsko-Vyborgskaya Line:
Avtovo-Dachnoye 1.5 1 , 1966
Nevsko-Vasileostrovskaya Line:
Vasileostrovskaya-Ploshchad' Aleksandra Nevskogo 8.2 4 1967
- rioskovsko-Petrogradskaya Line:
Park Pobedy-Moskovskaya 2.2 1 1969
Nevsko-Vasileostrovskaya Line:
Ploshchad' Aleksandra Nevskogo-Lomonosovskaya 6.1 2 1970
Moskovsko-Petrogradskaya Line:
Moskovskaya-Kupchino 4.5 2 1972
Kirovska-Vyborgskaya Line:
, Ploshchad' Lenina-Lesnaya 8.~5 2 1975
Lesnaya-Akademicheskaya 3 I975
Avtovo-Prospekt Veteranov 3.6 2 1977
Akademiches~:aya-Kamsomol'skaya 5.3 2 1978
Nevsko-Vasileostrovskaya Line:
Vasileostrovskaya-Primorskaya 2.36 1 1979
Lomonosovskaya-Obukho~*o 3.84 2 1981
Under Construction
Moskovsko-Petrogradskaya Line:
Petrogradskaya-Udel'naya 6.8 3 1982
Pravoberezhnaya Line:
Ploshchad' Aleksandra Nevskogo-U1. Kollontay 6.9 4 1985
Future
- Nevsko-Vasileostrovskaya Line:
Obukhovo-Rybatskoye 3.7 1 1984
Pravoberezhnaya Line:
Ploshchad' Aleksandra Nevskogo-Ploshchad' Mira 4.3 3 1986
Moskovsko-Petrogradskaya Line:
Udel'naya-Parnasskaya S.5 2 1987
Pravoberezhnaya Line:
U1. Kollontay-U1. Narodnaya 4.4 2 1988
Zhdanovsko-Frunzenskaya Line:
Ploshchad' Mira-Bogatyrskiy prospekt 9.3 6 1989
Ploshchad' Mira-U1. B. Kuna 7 S 1990
~ 13
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= Continued from revious a e
Length, Nr of Year in
km stations o eration
Kiev
Existing
Svyatoshino-Brovarskaya Line:
Vokzal'naya-llnepr . 5.2 5 1960
Vokzal'naya-Zavod "Bol'shevik" 3.3 2 1963
Dnepr-Darnitsa 4.4 3 1965
Darnitsa-Komsomol'skaya 1.3 1 1968
Zavod "Bol'shevik"-Svyatoshino 4.5 3 1971
Kurenevsko-Krasnoarmeyskaya Line:
Ploshchad' Kalinina-Krasnaya ploshchad' 3.3 3 1976
Svyatoshino-Brovarskaya Line:
Komso~ol'skaya-Pionerskaya 1.7 1 1979
Kurenevsko-Krasnoarmeyskaya Line:
Krasnaya ploshchad'-Prospekt Korneychuka 4.7 3 1980
Under Construction
Kurenevsko-Krasnoarmeyskaya Line: ~
P1. Oktyabr'skoy Revolyutsii-Tsentral'nyy stadion 2.1 2 1981
Prospekt Korneychuka-Geroyev Dnepra 2.3 2 1982
Tsentral'nyy stadion-Orekhovatskaya ploshchad' 4 4 1985
Future
S~retsko-Pechorskaya Line:
Zolotyye~vorota-Mechnikova 3.1 3 1986
Tbilisi ' �
Existing
lst Section: ~
Didube-Rustaveli 6.3 6 1966
Rustavel3-300 aragvintsev 4 3 1967
300 aragvintsev-Samgori 2.5 2 1971
2d Section:
Vokzal'naya-Delisi 6.2 5 1979
Under Construction
lst Section:
Didube-TEVZ 4.2 2 1984
TEVZ-Gldani 2.35 2 1985
Samgori-Varketili 2.04 1 1985
Future
lst Section:
Bol'shoye Digomi-Moskovskiy prospekt 24.2 17
~ 14
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LContinued from revious a e
Length, Nr of Year in
_ km station~ o eration
Baku
Er.i s t ing
lst Section:
Baky Soveti-Narimanov 10 6 1967
2d Section: ~
28 Aprel-Shaumyan 2.2 1 1968
lst Section:
Narimanov-platforma Depo 0.72 1970
Narimanov-Ulduz 2.3 1 1970
Ulduz-Neftchilyar 5.1 3 1972
28 Aprel-Nizami 2.3 1 1976
Under Construction
2d Section:
Nizami-Mikrorayon 6.7 4 1983
Future
Mikrorayon-Ulduz 8 5
Neftchilyar-Akhmedly 6 4
28 Aprel 1
Khar'kov
Existing
Sverdlovsko-Zavodskoy Diameter:
Ulitsa Sverdlova-Moskovskiy prospekt 10.6 8 1975
Moskovskiy prospekt-Proletarskaya 7.6 5 1978
Under Construction
Saltovsko-Shevchenkovskiy Diameter:
Sovetskaya-Barabashova 7.7 5 1984
Barabast~ova-Geroyev Truda 3.3 3 1985
Future
Alekseyevsko-Gagarinskaya Line:
Prospekt Pobedy-Odesskaya 15 11 1985
Tashkent
Existing
lst Section:
_ Sabira Rakhimova-Oktyabr'skoy Revolyutsii 12.2 9 1977
Uktyabr'skoy Revolyutsii-Maksima Gor'kogo 4.5 3 1980
Under Construction
2d Section: -
Pakhtakor-Tashkent 5.5 5 1985
15
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L'Vl\ Va~avL[~v V~u va~~~
Continued from revious a e .
Length, Nr of Year in
km stations o eration
Tashkent
Future
, Tashkent-Aviagorodok 2.2 2 1987
Yerevan
Existing
lst Section:
David Sasuntsi-Druzhba 7.6 5 1981
Under Construction
David Sasuntsi-Ploshchad' Spandaryana 3.9 3
Oktemberyan 1
Future
2d Section:
Druzhba-Elek.trolampovyy zavod 5 3
Druzhba-Achapnyak 3.5 2
Minsk
Under Construction
Moskovskaya-Institut kul'tury 8.65 8 1984
Future
Moskovskaya-Vostok 1.75 1
Prospekt Pushkina-Avtozavodskaya 13.4 10
Gor'kiy
Under Construction
2�faskovskaya-Komsomol'skaya 9.6 8 1984 ~
Future �
Kalininskaya-G~r'kovskaya 8 4
Moskovskaya-Meshcherskiye ozera 2.7 1
Novosibir~k
Under Construction
Leninskaya Line:
Krasnyy prospekt-Studencheskaya 8.46 6 J.985
Sibirskaya-Vokzal'naya 1.8 2
Future
Leninskaya Line:
- Krasnyy prospekt-Ploshchad' Kalinina 2.4 2
Studencheskaya-Ploshchad' Karla Marksa 1.54 1
16
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[Continued from revious a e
Length, Nr of Year in
kri stations o eration
Kuybyshev
Under Construction
Oktyabr'skaya-Kirovskaya 11.2 9 1983
Future
Oktyabr's~:aya-Ploshchad' Revolyutsii 4.4 3
Kirovskaya-Kryl'ya Sovetov 2.2 1
Sverdlovsk
Under ~onstruction
lst Section:
Chkalovskaya-Prospekt Kosmonavtov 11.5 9 1988
Dnepropetrovsk
Under Construction
lst Section:
_ Kommunarovskaya-Oktyabr'skaya ploshchad' 11.82 9
Future
2d Section:
Zavodskaya-Pravda 9.81 5
Riga
Future
lst Section:
VEF-Zasulauks 8.9 8
Zasulauks-Imanta 4.3 3
2d Section:
Ploshchad' Lenina-Plyavniyeki 5.9 5
l.7
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The Contribution to the Depository of Subway Construction
Leningrad:
The per�~rmance of high-speed tunneling at the Lenmetrostroy has become a tradition
already numbering more than three decades.
In 1949 a creative collective of scientific workers, designers and builders of
Lenmetrostroy made the first Soviet mechanized heading machine. Beginning in
iy50 allthe tunnel runsof the Leningrad Subway have been built with mechanized
heading machines.
The design of tfie KT 1-5.6 mechanized tunneling system was developed, with an
arched conveyor block placer for installing casing pressed into the rock.
Technology is being created for through heading of lateral tunnels using mechanized
systems in a uniform cycle with adjoining tunnel runs; working of the rock and
installation of the upper vault of a sing~~-vault station is being mechanized.
Precast reinforced concrete casing of tunnel. runs has b eenintroduced, using units
of a simple form, assembled ar,d pressed into the rock. In comparison with types
used previously, this type of casing provides an opportunity to increase tunneling
rates, to reduce consumption of material and labor expenditures, and to raise the
quality and working conditions of production.
Deep, single-vault stations have been built.
The principle of press ing the casing into the rock is implemented for vau~lts of
large span in bu~ilding single-vault stations.
The design of columnar stattons is perfected. Steel columns rest through blocks on
the lower monolithic reinforced concrete beam, which in turn hinges on precast
reinforced concrete units closing the lower part of the casing. Such a design
decision permits using the additional volume obtained for accommodating offices.
~
Reinforced cement components were introduced, particularly large-component water-
tight canopies for stations and escalator tunnels. They are installed in the form
- of triple-hinged arches which are not connected with the main bearing casing, and
they have high technological~ operating and architectural qualities.
Automatic control of train traffic is established on the basis of a centralized
programming-modeling system.
An automated sy~tem for control of the technological process (ASUTP) is being
developed. This work is broken into several phases. In the first, which is to be
completed in 1982, the work of the mine surveyor and heading machine operator will
be replaced by an EVM [electronic computer]. It is planned to automate rock load-
ing and mechanize the delivery and instal~.ation of bands. One person will direct
these operations from a console. In subsequent phases automation is to take in all
processes, including hauling the rock and taking it to the surface.
18
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A brineless freezing of soils has been introduced, using liquid nitrogen which
vaporizes in the refrigerating column (without refrigeration units). Thanks to the
low evaporation temperature of liquid nitrogen (-195�), nine times less time is
spent for freezing.
Kiev:
In constructing the Arsenal'naya Station in sticky clays and fluid loams an inter-
, mediate vestib~ile was built at the surface and lowered to the design level under
the protection of an ice and soil wall.
The deep Polytechnical Institute Station was built of precast reinforced concrete
components.
= In cutting the city gravity-flow collector in clay soils, a casing was introduced
made of reinforced concrete units str�essed by being thrust against the rock by the
opening of a wedge block. This allowed complete elimination of in~ection and a
reduction in consumption of reinforcement by 3-4 times.
The technology of building tunnels with single-section casings was developed, using
- the IQ~10-1 mechanized system.
Tbilisi:
A casing of single-section units 1.5 m long was used in building shallow
- runs between the Komsomol'skaya and Delisi stations.
Centrifugally precast, prestressed columns with spiral reinforcement and with high
bearing power were installed in the Isani and Prospekt Tsereteli stations. The
columns weigh 3.5 tons with an outer diameter of 64 cm. The components are econom-
ical, transportable and easily installed.
Two deap single-vault stations (Polytechnical Institute and Vokzal'na~a-ll) were
built in rocky soil out of monolithic cancrete and reinforced concrete.
A complex was built consisting of a mechanized underground passage with hori~ontal
platform passenger conveyors from the Samgori subway station to the Kakhetinskiy
Highway. The passage was built under difficult conditions under 13 operating rail-
road tracks without interrupting train traffic. Carrying capacity of the conveyor
in one direction is 61,000 persons per hour.
Baku:
A working method was used involving the simultaneous use of a caisson and deep
water drawdown in t.unneling between the 26 Baky komissary and the 28 Aprel stations
in fine sandy loams alternating with clays and in sandy loams with a hydrostatic
ground water pressure of 4.5 gauge atmospheres.
19
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J PVic Vrrll,ltw UJ~ U1vLz
Ttie 28 Aprel-Nizami tunnel runs were built under difficult hydrogeological
_ conditions by the heading method in combination with a caisson, water draw-
- down, freezing and cementation.
A standardized reinforced concrete casing made of continuous section units
with circular joints without connections has been used in tunnel run sectors.
Wide use has been made of glued, bituminized, waterproof rolled materials made
on a cellular fiberglass basis--fiberglass roofing material and bituminized
fiberglass in place of waterproofing on bituminous cement.
Khar'kov:
A design has been introduced of a sing].e-vault station built by the open method
with a monolithic reinforced concrete vault installed by using movable metal
form work. This permits diversifying the architectural finishing of the vault
by applying various elements on the form work.
' A method has been used for reinforcing silt-sand 5oils with a heavy inflow of
ground waters ~on the Sovetskaya-Prospekt Gagarina run) by means of injecting
ctiemical reagents through special holes bored in the tunne3_ casing. Carbamide
resins (UKS [exact expansion unknown)) with a K bond were used as the binder,
wtiile a three-percent solution of oxalic acid was used to speed up gelatinization.
The Uzerzhinskaya columnar station is being built with a platform 13 m wide,
and column spacing was increased to 9 meters at the Barabashova station.
The progressive flow line method of building facilities has been adopted every-
where, wliich reduces construction time 15-20 percent and lowers labor input
20-3U percent anri production cost Z2-15 percent.
Tashkent:
The problem has been solved concerning seismic stability of station components
and subway tunnel runs being laid dokm ir_ very moist,unstable loessial rock.
~ Components, made of precast and monolithic reinforced concrete, are designed
not only for receiving permanent and temporary loads, but also for the action
of inertial forces of rock movement during an earthquake. Maximum use is being
made of precast com~onents with continuous longitudinal rigid and yielding
seismic bands.
Ttie method of erecting a casing pressed into the rock under conditions of
erector tunnelling has been tested in building the run between the Pakhtakor
and Ploshchad' Lenina stations.
Yerevan:
A casing of precast reinforced concrete units with cylindrical joints without
tension braces and with two supplementary inserts has been developed for build-
ing tunnel runs. A reinforced concrete ~acket with metal insulation is installed
within the component. The metal saved per running meter is 4,152 kg.
- 20
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New types of ties--welded angle braces between units and tie bolts along the
axis of elements--have been developed for the purpose of preventing the deforma-
tions of sectional rings of casings from seismic forces. The ties consist of
metal rods ].8 mm in diameter, embedded in holes with expanding cement.
COPYRIGHT: Izdatel'stvo "Moskovskaya pravda", "Metrostroy", 1981
6904
CSO: 8144/017U
f
21
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MISCELLAN~OUS
. IMPROVED TRANSPORTATION SYSTEMS NEEDED FOR TYUMEN
Moscow NEFTYANAYA PROMYSHLENNOST' SERIYA NEFTEPROMYSLOVOYE STROITEL'STVO in
Russian No 8, 1981 pp 16-18
[Article by V.A. Vasilyuk: "The Economic Problems of Improving Transportation Ser-
vices For the Tyumen' Petroleum and Gas Extracting Region"]
~ [Text] Transportation availability is one of the basic factors in the development
of the petroleum and gas extracting areas of Tyumenskaya Oblast. At the present
time the extracting industty of the Middle Priob'ye is shifting to the north and
naCUr-~l-climatic and economic-geographic conditions are changing. 'rhe lake and
swamp density of these territories comes to 80 percent. The new deposits have dif-
ferent geological characteristics which make the process of drilling difficult and
reduce productivity and the average yield of each new well compared to the Middle
_ Priob'ye. tis a result of this, the volume of freight being supplied for drilling
has been increasing substantially. The transportation system which serves the
petroleum and gas extracting industry of the Tyumen' North includes railroad,
river, maritime, motor vehicle, and air transport. All of the mainlines are iso-
lated and removed from on~: another by 200-500 kilometers.
The geographic location and length of the existing railroad network does not fully
meet the needs of the areas extracting hydrocarbon raw materials. New railroad
lines which would ensure the delivery of freight without excessive transshipments
are needed. Practice shows that when freight is de~ivered by mixed transportation
methods the cost of the hauls is lowered, but the expenditures for loading and un-
loading operations increase substantially. In addition, with fivefold transshipments
15-20 percent of the freight is ruined while in route. The Main Administration for
Petroleum and Gas.in Tyumenskaya Oblast brings in 98 percent of its material and
technical resources by railroad, and of this amount, only 40 percent directly into ,
� the pEtroleum extracting areas, and the other 60 percent is transferred onto river
vessels and delivered to the bases of associations in the extraction areas. Then
some of the freight is transferred to small ships and delivered to the deposits
on small rivers, some of the freight is taken to the deposits by motor ~?ehic~le trans-
port, and the rest is kept at the bases until the onset of winter and the beginning
of the operation of wint~r roads. The winter roads are used for delivering as much
as 700,000 tons of freight to the deposits. The development of the railroad net-
work and an increase in the amount of freight deliveries by the Northern Sea Route
_ has not decreased the role of river transport. The rivers of the Ob'-Irtysh basin
continue to be chief waterways. Within Tyumenskaya Oblast the navigable river sys-
22
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tem includes the rivers Ob', Irtysh, Tura, Tobol, Agan, Vakh, Lyamin, and also Pur,
_ Taz, and Nadym. In the latitudinal current of the Ob' the river fleet performs
hauls 160-190 days, and at the . m,ote northern small rivers and the Nizhnyaya
Ob'-~from 120 to 80-30 days.
_ Motor vehicle transportation performs most of the freight hauls in the petroleum
and gas extracting areas. The relationship between interfield and intrafield motor
roads with basic servicing is 2:1. On the average, there are 4.5 units of motor
vehicle-tractor equipment per kilometer of motor vehicle roads with basic ser-
facing in the Tyumen' North. The increase in the need for such equipment is con-
nected with the constantly increased difficulties in developing new deposits. In
the future the need for this equipment will increase.
The experience connected with developing the deposits of the Tyumen` petroleum and
gas extracting region has demonstrated the necessity for an overall approach to in-
proving the transportation system. Different types of transportation are used in
_ internal and external freight hauls, sometimes without regard to economic expedi-
ency. In the development of new deposits intra-area and inter-field freight hauls
will be performed at the level of 80 percent by motor vehicle transport, and the
rest by helicopters (more rarely, airplanes). At the present time the lowest
cost for freight hauls is on river transport, and the highest on railroads. Most
of the frPight is brought to the Tyumen' North by river transport during the nav-
' igation period whose length is around five months in the north Priob'ye, and not
more than four months in the Far North. As a result of the seasonal operation of
river transport it is necessary to equip bases for the storing of material and
technical resources, which leads to a substantial "freezing" of resources.
In recent years the freight turnover of the riverports has been increasing annually
and, for this reason, a large part of the freight is delivered through southern
ports with a large overrun, which with the short navigation period reduces the in-
dicators of fseet use.
The experience in operating one of the railroads in this area during 1975--1980
_ shows a decrease in transportation expenditures in petroleum field construction.
However, at the same time, on account of an insufficiently developed network of
inter-field motor vehicle roads with hard cover, which holds back the work of the
motor vehicle pool, the share of transportation expenditures increases. The over-
all tendency in a change of transportation expenditures and the additional expend-
itures connected with them can also be tzaced in analysis of the expenditures re-
lated to one million rubles of canstruction and installation work. To a substant-
ial degree an improvement of railroad and motor vehicle freight flows will be pro-
~ moted by an expansion of the network of rail and motor roads. New lines will en-
sure supply for the petroleum and gas extracting industry and for construction
subdivisions. However, to develop a system of motor vehicle roads in the Pri-
polyar'ye on the basis of increasing the length of dirt-log roads and winter roads
is economically inexpedient. It is essential to have a scientifically substanti-
ated technology for the construction of inexpensive and reliable motor vehicle
roads. Otherwise, it would be expedient to build railroad lines. Let us examine
an example. The amo}znt of earth work in making an embankment for motor vehicle
_ and railroads at a given latitude is the same, and the upper part of the construc-
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tion of a motor vehicle road in its amount of cost is more and its operationa?
- periods are shorter than a railroad. With a minimum width of the motor vehicle
road of six meters per kilometer it is necessary to have 850 cubic meters of
- ferroconcrete~ plates, and on the rail base with a width of two meters (replaCing
the ballast and ties with ferroconcrete plates or frames)-200 cubic meters. When
freight intensity falls off~the rails and the under-rail fuundation can be used
repeatedly on newly built inter-field lines, while the motor vehicle road plates
quickly become unserviceable as a result of active cryogen processes.l At this
latitude the valley river complexes have sand~, pebl~.les, and sandy loam; the water
3ivide sectors are more frequently represented by sandy loams, loams, and clays.
Since the vegetation and soil strata are of neg).i~ble strength, dirt can be taken
by the open method for the earthen right-of-way; in zones where thawed ground is
widespread hydromechanization is used. The forced development of the transport-
- ation system is the result of the tendency for construction industry enterprises
to move near to the sites of industrial and housing construction.
- It would be useful to create enterprises for the production of road cover plates
involving the th~:rmal. processing of f e r r o c o n c r e t e products . Local small grade
_ sand is used to prepare heavy concrete; one cubic meter of mass for 2.4 tons of
products. The _on-si.te production of road cover plates will make it possible to
decrease the cost of road surfacing by 50 percent. However, the problem of intra-
area freight hauls and of the thoroughfare itinportation of freight cannot be solved
solely through the construction of inter-field roads and railroads. It is clear
that in the North river transport will preserve its leading place for a long time,
while urgent freight will be delivered from the bases to deposits by aviation.
- In the development of the most remote petroleum deposits the basic freight will be
delivered by motor vehicle transport on winter roads, while during the warm time
of the year this will be done by aviation (helicopters). The MI-8 and MI-6 heli-
copters are the basic ones in the petroleum extracting areas. In order to improve
tne LransportaLion networic in the North it is necessary tirst or aii to soive the
problems of the siting and construction of support railroads, and also of railroad
= branches to individual deposits, railroad sidings, dead ends, and areas; and to
determine the economic and geographic rationality of siting a network of motor
vehicle inter-field roads with hard-top surfacing. This will make it possible to
decrease the river freight flow and, consequently, the additional construction of
storage bases, and also hauls on winter roads. It is also necessary to substant-
ially decrease the use csf expensive air transport for inter-field communications.2
_ The chief task of the developmenz of the transportation system is to provide the
necessary material and technical resources for areas where petroleum and gas de-
posits are being developed. It is advisable to create a support transportation
network in an area ou.t of railroad lines and hard-top motor vehicle roads. This
will make it possible to decrease the adduced expenditures p~r ton of freight by
ten times compared to the supply system which has developed.
In order to increase the capacity of permanent railroads it is necessary to build
sidings and loading and unloading areas and to raise the level of the mechaniza-
_ tion of loading and unloading work.
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The successful work of river transport in petro~eum and gas extracting areas needs
- an improvement. of the condition of piers, an expansion of.the_sphere o~ river trans-
port on small rivers by means of lengthening, an increase in the transshipment cap-
acities of ports, and the construction of new and expansion of existing take-off
and landing strips at a number of deposits. A further increase in petroleum and
gas extraction in the Tyumen' region depends upon the correct solution of th.. pro-
blems of improving the transportation system.
FOOTNOTES
1. A.V. Gruzdov, "Neslivayushchiyesya merzlotnyye porody v pripolyarnykh
- rayonakh Zapadnoy Sibiri," "Prirodnyye Usloviya Zapadnoy Sibiri," No. 7,
MGU, Moscow, 1980.
_ 2. I.D. Karyagin and V.S. Bulatov, "Razvitiye gazovoy promyshlennosti Severa
Tyumenskaya Oblast, " Moscow, "Nedra," 1979.
COPYRIGHT: Vsesoyuznyy nauchno-issledovatel'skiy institut organizatsii,
upravleniya i ekonomiki neftegazovoy promyshlennosti (VNIIOENG), 1981
2959
CSO: 1829/U01 END
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