History of underground in Russia

The Ministry of Education and Science of the Russian Federation

the Kazan State University of Architecture and Building Construction

 

 

 

                                         

 

 

The abstract on discipline

«English language»

on a theme

«History of underground in Russia»

 

 

                                                                                                               

                                                                                                                    Has executed:

                                                                                                   the student of group 1IS -101

                                                                                                                       Latypovа Nurzia

                                                                                                                         Has checked up:

                                                                                                                  Ahmetgareeva R. K.                                       

 

 

 

Kazan- 2011

 

Table of Contents  
1.  Metro in Russia  
2. Metro project in St. Petersburg  
3. The project in Moscow metro  
4. Reminiscences and Reflections  
5. Metro2  
 
I think the theme of the Russian transport - this is a very important topic, especially for Russia. One of the most important modes of transportation in a modern city, without a doubt be considered underground. In my lecture I would like to show the history of Russian underground mainly as an example of the capital - Moscow Metro.  
 
1. Metro in Russia  
 
The project began to discuss the Metro in Russia, about forty years prior to the laying of the first line. Moscow early XX century with a population of 1.2 million and growing factory industry desperately needed in the words of the Director of the Department of Railway Affairs in the "radical transformation of the existing methods of promotion." Thousands of army cabs, and even horse-drawn tram which was started in 1903, the tram did not solve the transport problem. The lines were long away from the train stations, tram cars were moving slowly. The narrow streets of the center of their speed did not exceed the speed tram, and a huge freight traffic - congestion dray carts often delayed not only the crews and pedestrians, but stops and trams.  
 
While in London were already underground trains, but they worked on the locomotives, which was very inconvenient, because of these trains had a lot of dirt and grime, and many other problems. Russian engineers are not particularly attracted by metro, but as soon as there electric traction, the idea of ​​a Russian subway excited the minds of progressive people. *  
 
2. Metro project in St. Petersburg  
 
In 1893, the St. Petersburg mayor received a draft for the establishment of the Company for the construction of a metro in the capital. The author of the project was Peter Ivanovich Balinsky, a civil engineer by profession. His father - Ivan M. Balinsky was a renowned professor of psychiatry. He was born in 1827 in a family estate Yashuni Vilnius province in a house that was always open to people of deep intellect and culture. Friends and colleagues called the father of Russian Ivan Mikhailovich psychiatry. The son inherited his sense of purpose and high intelligence. He completed the course in 3 of the Military High School and 3 years he attended lectures at the Faculty of Mathematics University of St. Petersburg. Then I graduated from the category of Institute of Civil Engineers named Nicholas I. After that, he worked on building a government railroad from Vilna to Rovno.  
 
In 1889 he joined the St. Petersburg City Public Management at the office of the architect in hospitals - Obukhov, and Paul and St. Panteleimon. Simultaneously performed partial orders. Under his leadership, built 127 different projects.  
 
Inconvenience of daily travel for long distances, Peter Ivanovich made to think about how to streamline urban traffic and pedestrians. This idea was present continuously. When we go abroad, he studied various forms of public transport. Vniknuv deeply in the matter and gathering all sorts of data, he got the idea that the city in its development are subject to certain rules. In particular, where the population exceeds a million - as a way messages needed Metro - town off-street railway traffic.  
 
Underground or above ground - on trestles. For seven years he devoted to this work. Gathered extensive statistical data on cities around the world. And in 1898, presented to the huge project for Metro in St. Petersburg. The project consisted of the following. "Think it was along the lines selected and specified in the Master Plan to the railway at an altitude of 5 to 10 meters in two ways, and which allows the width of the streets, in 4 of the way ...To move across the Neva River and its sleeves to build 11 iron structures ... At the site currently occupied by the urban Obukhov hospital, build a three-story building the world's largest train station. It should be a place of arrival and departure of passenger trains arriving in St. Petersburg, as well as a place of their connection with the subway trains, that is a node of passenger traffic.  
 
The total project cost amounted to 190 million rubles. The emperor ordered to organize a special committee Highly approved of all the ministers. The Commission found it necessary to project especially "in the question of cheapening life of the middle and poor classes of the city, but refused to give its guarantee of the Government, delivered by the capitalists, undertook this project as a condition sine qua non". Refusal was that the Treasury sought to just 120 million rubles for the war loan.  
 
Then Peter Ivanovich Balinsky found an opportunity to get to England a subsidy of 290 million rubles for the device underground. He managed to persuade the stakeholders to come to the west and Russia in an advance made to the company 25 million rubles. However, the government guarantee still not been received and the project was never realized. After a year of PI Balinsky again came with a request for a commission. In it, he asked to issue a license to build a subway, but on the principle of duty-free entry to Russia for the construction of all necessary metals, machinery and materials. Nevertheless, and in these circumstances, the Ministry of Finance rejected the project. But the engineer was not going to give up.  
 
In 1900 he made a grand statement: to build a subway to St. Petersburg and Moscow with a network of trams. The new financial combinations to satisfy and the Ministry of Finance and entrepreneurs who do not want to risk wasting their capital. After you have previously estimated that in the early years of the underground would have brought loss and, in conjunction with a network of trams it was a profitable venture.  
 
The plan supported by American entrepreneurs. Their representative in Russia was a Merry Werner. Witte - Finance Minister has also agreed to these conditions to implement this plan .*  
 
3. The project in Moscow metro  
 
The project of the Moscow city electric railways 1901 - Metro, long-Sokolniki Paveletsky station, was the result of joint creative work of P. Balinsky, engineer EK Knorre and artist N. Karazin. It was known in his time, people had some impact on the development of economy and culture of Russia.  
 
Eugene Knorre Karlovic was born in Nikolaev, Kherson province. Secondary education in Berlin, and higher in the Polytechnic in Zurich. The specialty civil engineer. Finished education, he returned to Russia and joined as an engineer in the construction firms to Struve. Participated in the construction of the bridge over the Dnieper in Kremenchug, near the Volga Syzran, Emperor Alexander III bridge in Yekaterinoslav.  
 
N. Karazin had enormous popularity thanks to his illustrations to the books of Russian writers.  
 
These three men, regardless of the time, the subtleties of thought out plan of the first Moscow metro. The plan has caused a great sensation of engineers in the pages of "exchange" and "Russian" statements and a huge stir in the circles of Moscow businessmen. A prominent financier and activist Ignatius exchange Porfirievich Manus wrote in defense of the project PI Balinsky: "... In our opinion the current method of motion does not satisfy anybody. At the same time we pointed out that the cost of subway should not scare anyone, because these "enormous" costs will provide new sources of revenue. "To the existing opinion that the subway is bad for the village, Manus said, "... well, and palaces in Ertemevskom lane carriage-million cost of the Maly Theatre, giving all Russian and foreign resorts are useful for the village?"  
 
Plan P. Balinsky consisted of two parts:  
 
"Buildings in Moscow Electric Railway high-speed off-street type (metro)" and "expanding the network of the Moscow konnozheleznodorozhnyh lines and their conversion to electric traction" .* At first supposed to implement the first part of this project.  
 
The most intensive movement took place in Moscow from the center of the Transfiguration and the Tverskaya Zastava, Garden boulevards and now serving. It was supposed to build a diametral line from the system while a district near the railroad Petrovsko-Razumovsky through the center of Red Square and St. Basil's Cathedral. Around him to build a central station. Further along the viaduct across the Moscow River to the Great Ordynka and Serpukhov outpost to its junction with the district near the railway station Paveletsky. The next step was the construction of two ring lines passing through the streets of the Garden and Zamoskvorechye, as well as from the radial Cherkizov River Yauza to the city center.  
 
Subway line was supposed to do mixed. Part of the underground - in Red, Pipe, Resurrection squares and several other places. The greater part - ground on trestles.  
 
The total length of the path was - 54 km, the cost of building - 155 million rubles. Having a lot of instances, the project finally tabled. It took place on September 18, 1902 at the Great Hall of the Moscow City Duma. Attended - City Council vowels, city engineers, representatives of the newspapers. The influx of the public was great, allowed only by special invitation only, but not everyone can get it. "Around the room on easels and tables were laid out and hung drawings and plans, Drawn well, or better yet painted. 

  
Reported PI Balinsky. The fate of the project is predetermined that its authors "encroached on the property interests" of the Moscow financiers. But most importantly - they did not include the participation of municipal authorities in the profits of the underground. City authorities  
received their share only from the time when the number of passengers per year will reach 100 million people. In addition the project provided for the gratuitous alienation of urban land around the ground lines and the demolition of some houses. Otherwise, the construction of flyovers on the narrow and crooked streets of Moscow would be an impossible task.  
 
And the last one. Local entrepreneurs - shareholders of the tram company feared competition from the new owners, a fast and convenient mode of transport.  
 
Concerns were expressed very openly in the development of the main provisions of the Town Council Committee: "The project's. Knorre and Balinsky captures free the earth, which should be regarded as full ownership of the City Council ... it deprives the city government revenue from the exploitation of land for revenue generation ... Businesses operating conditions are such that threatens serious damage to the property interests of municipal government ".*  
 
The project has also intensified attacks from the clergy. November 23, 1902 members of the Moscow City Imperial Archaeological Society asked the mayor to Prince Golitsyn, VM: "The project gentlemen Knorre and Balinsky striking bold assault on the fact that the city of Moscow is expensive all the Russian people ... An unexplained relationship to the holy places ... expressed in violation of the integrity of the Kazan Cathedral for the device underneath the tunnel ... Other churches, such as the Three Saints Church at Red Gate, Nikita Wonderworker in Ordynka, the Holy Spirit at the gate Prechistenskie and others, because of the proximity overpass, which in some places close to the temples at a distance of 3 yards, is diminished in its grandeur ".**  
 
The result was a decision raised hype City Council: "Mr. Balinsky in his harassment to refuse." One newspaper commented on the refusal: "The process of metro finally came to an end. Society for the Promotion of Industry and Commerce issued a final resolution, in which the project Balinsky deprived of special rights and sentenced to exile in the most remote archives. "  
 
On orders from the highest engineer P. Balinsky of the sums of the State Treasury had issued 100 thousand rubles "for his huge work, beautifully composed and design for incurred expenses on this case." Apart from his own time and effort they have made 210 000 rubles.  
 
After the failure of PI Balipsky used his connections with the business community in Europe and America. He became a member of the famous firm "Vinore, Sons and Maxim" in London, "Boy Electric Company" in America and other foreign and international companies.  
 
4. Reminiscences and Reflections  
 
(Proceedings of the album has never been published about the Moscow Metro)  
 
Before us was given a completely new challenge and as an object of architectural art, this problem is characterized by a number of distinctive features which determined the way of architectural solutions. Features of these follow directly from the specific nature of the building structures, on the one hand, and of technology in this vehicle body, on the other.  
 
Features of the first kind laid down in the underground location of the projected objects.Hence the presence of non-natural lighting of interiors, often in special need of vehicles to communicate with the surface, hence, the new design dimensions, especially the air handling units, special approaches to finishing, turning into a headliner, etc. Features of the second kind derived from the continuity of this body, which is a consequence of its mass. Great compositions, replacing each other every 1 - ½ minutes and carry from station to station large numbers of passengers are not available in urban areas (surface) speed, give birth to their specific passenger flows, with special rates of movement of the streets to the platform and back.Finally, the layout of this new body, tightly and inextricably linked with the most responsible sites of urban roads - that's the approximate content of the questions, which owned the attention of the architect. The architect had something to work on the subway - this is eloquently results of the first experience of our architects to build the first subway line. But even the interpretation of the role of architecture in the Metro have a new one. This is understandable. Metropolitan, being the most massive means of transport service of the urban population does not need advertising - this one for a means to stimulate the capitalist countries of concern for architectural "bait." Only the plight of the London Underground, severely suffer from bus competition led him to propose architecture as a last resource to lure passengers. But this architecture - purely external, just decoration.  
 
We architect organically involved in the work on the construction of underground in the first stages of designing. The architect decides on the location of the station, linking it with the constructions of the reconstructive aerial nodes, which are a natural extension of (in transport terms) is each subway station. The architect decides the type of plant in the whole complex with its above-ground elements, and in conjunction with construction, design and technological features of her. Architect quits same design of the complex. If we compare our subway subways with the West, primarily strikes an unprecedented scale in our designing and construction. For underground structures characterized by "saving" tall size, we also sought to ensure that we have in the metro is easy to breathe. And this has been achieved mainly good height station hall - such heights does not know the West.  
 
 
Extensive architectural community of Moscow was contracted to work on the design of subway stations, where the first stage of the design has been completed, which largely determined the nature of our work.  
 
Over the first stage of the design - determining the place, type and general composition of the planned stations - working group of architects' Metroproekta "headed by the architect, SM Kravets. This group included: Barkov, Sedikova, Bykov, Shuhaeva, Shagurina, Revkovsky, Andrikanets, Lichtenberg and Gontskevich.  
 
So we were put to work when the main planning and design decisions stations were already issued. We were told: there are some forms, such and such vaults and floors - good enough to put on their clothes! For us it was left a little creative space. We have not had the opportunity to enter into the structure of organically create a coherent architectural design. ... We often get maloudachnye proportions, although even these maloudachnye win ratio the engineers who designed the subway, was the architectural department "Metroproekta" is not so easy. In this regard, the platform halls stations were shallow material is acceptable. There remained only to emphasize and strengthen the well-known elevation architectural experience. The task before us in the deep-level stations have been much more difficult: the land had to be tremendous pressure to oppose this so powerful, heavy construction, which give the impression of lightness and joy in these conditions was extremely difficult.  
 
All this relates to the underground part of plants. Ha land, we were much freer. The architectural problem posed here is more widely understood, and our creative abilities were less connected. At that time, however, there was a tendency to make maximum use of land for the first floors of the halls of the existing buildings. But then it became clear that the game worth the candle not worth: in order to make homes in these lobbies, they had to be completely reconstructed.  
First in March 1934 we received a phone call and said:  
Dear friends, it is necessary to make the subway station.  
Time?  
For 25 days.  
What kind of station?  
You, comrade Calley, "Kirov". You, comrade ... such and such.  
What sort of plant to be done?  
Beautiful station.  
 
That's it! There are no facilities except that we have not received any promotional meetings were not. We were given materials, and we started to work. Exactly twenty-five days, March 25, 1934, all projects were submitted. In the process, we did not ask for any delays. We knew too well how to work on the subway engineers, technicians and workers.We know that there will be no concessions and can not be. We worked day and night, without leaving the shop, with great enthusiasm.  
 
In the White Hall of the Moscow City Council was an exhibition in which the authors of the projects were given explanations of their projects. From these explanations can be seen that the vast majority of authors making their designs intuitively that they do not cover this architectural problem in all its uniqueness and complexity.  
 
Given to us to design materials at the installation and identified the major work done, but not enough to satisfy us as artists. Naturally the idea to go to the site of his station, there to gain inspiration.  
 
But it did not work. I personally, in order to gather "inspiration" had to descend to a depth of approximately 40 meters under the ground. I did not see anything there that would in some measure to identify the ways in which I and my team will go into their work. I had to crawl their way through the galleries, Calotte, moves and transitions, around a dirt, water flowed in streams. A similar fate suffered and my friends, trying to gain experience in their stations. Apart from the "Sokolniki", "Krasnoselskaya" and "Komsomolskaya", all other stations have been able to quite rudimentary. But the projects, as I said, we still showcased exactly at the appointed time we.  
 
The exhibition attracted our great attention to architects. It was a real event in the architectural life of Moscow, and the Union. After this exhibition, held a meeting Arplana - the Commission of Architecture and Planning at the Moscow Committee and the Presidium of the Moscow City Council. At the head of Lazarus stood Arplana Moiseevich, then members of the Bureau of the Moscow Committee - Khrushchev, Kogan, Filatov, Bulganin, as well as architects Zholtovsky, Shchusev, rector of the Academy of Architecture Kryukov, Iofan, Vesnin, Vlasov and others  
 
On this view in Arplane were first opened on correct and incorrect trends in our projects.For each station was represented by about three options, and these projects were very different, and the only match in the approach to the problem was only in the projects of the station "Ohotnoryadskaya."  
 
After the exhibition has been created ... expert committee consisting of City Council Head of Design Department of Comrade. Dedyukhin, PP Roterta, SM Kravets, Academician Shchusev Vesnina, etc.  
 
The first prize was awarded no commission to anyone. Second Prize was awarded to architect Fomin for the station "Krasnovorotskaya" Colley, and architect for the station, "Kirov". These two projects were awarded as a general setting, and for architectural quality. Were also awarded to the third and fourth prizes.  
 
After this was the final allocation of stations to architects. Time we were very short. We were asked to give at once the overall technical design and detailed drawings, in which it was possible to produce veneer.  
 
 
 
During the design and construction of a Moscow subway line I was fortunate enough to work in "Metroproekte." At the time of designing the subway as consultants involved academics architecture IV Zholtovsky and AV Shchusev. This period of work with the outstanding masters of Soviet architecture was an excellent school, which gave the creative charge of all my follow-up. In working on the project station "Prospekt Marx" (while "Ryad") in front of me was to create an underground structure, devoid of features inherent in the dungeon.  
 
Attempts to facilitate concrete pylons powerful - the foundations of the station located deep underground, auxiliary columns or pilasters, decorative led to a false solution which violates the correspondence between the pillars and arch.  
 
After a long and hard work to find a truthful artistic image of the station found a solution in which the supporting piers of the central and side halls, just as if vaguely moved into semi-columns, framed by fluted. This helped to keep the colonnade, stressed the tectonics of the underground facility and at the same time created the impression of greater ease.  
 
It appears that this artistic concept has stood the test of time, since its various interpretations are reflected in the architecture of the next queue domestic subway (Station "Riga", "Kursk"-ring, etc.).  
 
Vault of the central hall to give it an "air" off with profiled caissons.  
 
By designing the artists were involved, and G. N. Hog Zamsky. They presented interesting proposals on the synthesis of - bas-reliefs escalator walls, floor lamps and sculptural solutions monumental scenic mural on the theme that reflects the labor exploits underground construction. In a short time our team had to develop a technical design and working drawings of a complex set - the station, north and south lobbies of underground distribution and conversion, renovation of the building vestibule of the northern land and its interiors. I would like to commend the work of design and development of detailed drawings done by an architect, IL Korin and designers who participated in this difficult and responsible work. Qualified marble and granitchikov had to look for. Helped us in this Zholtovsky academics and Shchusev. However, experienced professionals were too small in comparison with the immensity of the upcoming decorating (on a construction line was laid to 22,000 square meters. M of marble).  
 
Then organized training courses for specialists from dressers Komsomol drifters, working men and women build a queue. Not all our plans and approved managed to carry out in the field. So, for lack of a marble factory on special grinders, flute columns station halls have been replaced by faces. Were not carried out and proposals for the synthesis - the sculptural and pictorial panels, etc.  
 
Despite the difficulties of mastering the construction and lack of experience, namely architecture stations of the first construction of the Moscow Metro provides unparalleled variety of creative techniques three-dimensional, compositional, and color options, integrated organic unity of the ensemble, and provides the entire suite of perception of underground spaces. That is why, I think, in architecture in general, similar spatial patterns, what are the subway station, not only use different kinds of marble, light fixtures, air vents, signs and other items. This can be seen in many stations the next queue.  
 
For each object, Metro is required to achieve the latest incarnation of the individuality of art, science and technology - the terms of modern architecture . 
 
5. METRO-2  
 
Secret place in the Moscow subway has been before he was born in 1935. In the second phase of the project was the station "Sovetskaya" under Soviet Sq. Between the stations of "Theatre" (in those days, "Sverdlov Square") and "Mayakovsky." In building on the personal order of Stalin's "Soviet" adapted for underground control station of the Moscow headquarters JR. Arisen due to the closure unduly long span in the heart of Moscow has been liquidated only construction 07/15/1979 "Gorky" - "Tver". Implementation of the project cost is very expensive, even at times of stagnation. If you look carefully at the stage before "Tver" you can see traces of the "Soviet".  
 
The next was the pre-war (and postwar) modernization project "Arbatsko-Intercession" to communicate with both the Kremlin by Stalin's bunker. Stalin before the war, planned to build the biggest stadium, not only for expected Olympics. Ha idea of ​​the stadium of the USSR (or people), it prompted massive promotional activities are often carried out by the Nazis in Germany for the German people, and so beloved Fuhrer. Under the future of the stadium (which is a piece yet built) was elevated tank Stalin with little room for presentations and a tunnel to the stands. Were built two car tunnel: the Kremlin (and the tunnel gate located just below the Spassky Gate) and the area of ​​the metro station "Sokolniki". There is a transition from "Izmailovo Park" to the bunker. Average path to the station, but planned a large passenger traffic, carrying function spetsputi Stalin during the celebrations. Note the elegant lights, illuminating the middle path. They are not at the extreme ways. A similar Stalin's bunker was built under his dacha in Kuntsevo (there is also road tunnel from the public reception at the Ministry of Defense Butcher, 37 in the Kremlin). Know about it only specialists Emergency: located directly above the center of the Central Regional Office. On Stalin's suspiciousness known. From the earliest days of the war, he hesitated, his stay in the capital or go along with the government to Kuibyshev (now Samara).  
 
When the bombing of Moscow's participation, he ordered to build a bomb shelter, which was dug at a depth of Kuntsevo fifteen meters. In order to fully protect the leader, as slab used iron rails. According to Colonel Sergei Cherepanov MOE, construction, and now survive a direct hit by bombs. The entrance to the bunker - the usual door, which meet at any entrance, with a combination lock. Very clean open-plan staircase leads to the ground.A feeling as if you go down to the basement of an ordinary dwelling house. Stalin did not go up the stairs. Especially for him was put into the elevator, where the laid flooring, walls sheathed with wooden panels. Elevator shelter combined with Stalin's dacha, under which the bunker was dug. To eliminate the chance encounters of Joseph Stalin to the staff, was built a few corridors. The corridor for the motorman, cooks and other walls were covered with white tiles. Stalin came from the elevator on the parquet floor and surveyed the marble walls. In the shelter Joseph Stalin held meetings of the Council of Defense. To do this, was allotted a spacious office - "The General's". Its walls are decorated with oak and Karelian birch. In the middle, an oval oak table. Against the wall - tables for duty officers and stenographers. With the war in a bomb shelter and survived vosmirozhkovye chandeliers.Only rectangular modern fluorescent lights remind us that the court did not in 1942. A small corridor separated from the bedroom room leader. The bedroom is very small. It placed a bed and nightstand. Because of this bunker and was launched 05/04/1953 mysterious deep-laid plot "Revolution Square" - "Kiev." Stalin was afraid of repeating the case with the hit bomb in the tunnel ceiling on the stretch between the "Smolensk" and "Arbat". The site was built in record time, less than two years, despite the fact that the track was held in extremely unfavorable hydrogeological conditions. First had to solve the problem of pairing the two radii of the tunnels - the current and new, without stopping normal traffic. For this purpose built larger-diameter tunnel, which is like a tunnel instead of the action. Tunnel for the "Kiev" was passed and then right up to the Victory Park. According to the plan in 1932 in line Kuntsevo Krylatskoye and had to be completely underground. And it was held to be near the summer residence of Stalin. When they built a new express line to the "Kuntsevsky" This tunnel was used. This explains such a strange choice of route.  
 
The first serious information about these metrotonneli appeared in '92 in an issue of "AIF".There's some aunt wrote that her friend worked as a cleaner by the KGB and its special objects carried on special lines underground. "AIF" gave the answer that the system is described in the annual U.S. Department of Defense in the Soviet Armed Forces in 1991.Weekly published a simplified map and a list of lines as of 91.  
 
The 92 theme taken up by other publications. With a light hand "Ogonyok" system called the Metro-2. Through the efforts of the yellow press was brought into play in an unreal amount of rubbish and fables, so that the majority of Muscovites generally doubt the existence of the system. There are a couple of articles that I have not read: "In terms of the second" in the "Moscow News" for 02/08/92 and the "Komsomolskaya Pravda" in some of Saturday's numbers fall '92 on Page 3. Theme have studied in 92 subjects, in its Saturday TV program "Center". In '93 and further topics about Metro-2 almost completely disappeared from the press, someone obviously very seriously pressed.  
 
Line 1  
 
Commissioned in 1967 (presumably, that some part was started earlier). Length of 27 km.Stations:  
 
Kremlin  
 
Library named after Lenin (for evacuation of the underground city in Ramenki all readers who are at the moment signal "Atom" in the halls, perhaps the Kremlin station and library - this is the same station) yellow house with a turret on Smolensk Square project academician ZHOLTOVSKOGO (This particular house, and include a 2 metro system: the Filyovskaya line and the Metro-2, because of the lift station on Metro-2 in the house went to the legends of such stations, almost under the nomenclature every home in Moscow), former residence of the first and last president of the USSR in the Lenin Hills underground city beneath Ramenki (maks.vmestimost 12 000-15 000) with a pedestrian tunnel to the main building of Moscow State University (entrance at the checkpoint zone B) FSB Academy and Institute of Cryptography, Telecommunications and Informatics Russian Federal Security Service ( large brick building at the entrance to the Olympic Village. In one of the rare open gate leaves the building can be seen far down the outgoing long corridor, lit by small lamps on each side)  
 
The Academy of General Staff  
emergency exit somewhere in Solntsevo  
government airport Vnukovo-2  
 
In his book "Moscow Metro" in 1954 described fifth of all subway construction. If Scherbakovskaya (now Riga) radius of all, it is clear that the continuation of the Frunze radius baffled. Described and not implemented version with a tunnel under the Moscow River. 6.5km length of the section. "Frunze" is scheduled at the same place now."Usachevskaya" or was "Sports", or should have been closer to the great Pirogov."Luzhnikovskaya" was supposed to be at the entrance to the stadium in Luzhniki on Hovoluzhnetskom. Hazemnye lobbies "Lenin Hills" were planned on the slopes of the mountains and the Sparrow by Vorobievsky highway (ul.Kosygina). "University" is planned next to the main building of Moscow State University.  
 
In 1957 and 1959, all built differently.  
 
There is an improbable story that the youth festival in 1957 constructed a branch from the "Culture Park" to "University". In the spirit of the Khrushchev about cheaper building designers decided to pave the portion of the passenger routes already built in to the time tunnel, Metro-2 of the first line. It would seem, is ready tunnel dug under the Moscow River, so no need to spend time and money to build a new crossing of this aqueous barrier. But at the last moment "competent authorities" have said emphatically: No! And had to flog a fever, changing the project, leading a new route towards the subway and metro bridge erecting station "Lenin Hills." The memory of that ancient "hitch" was characteristic bend of the subway line at the station "Sport" and dying now wonder bridge, which was built in a hurry to violations of construction technology.  
 
Initially, the "University" wanted to build next to MSU. Ho after the first line of Metro-2 just below the grain boundaries is, rather, after 3 or basement level 3, where there are cryogenic installations for the generation of liquid nitrogen to freeze the ground. Entrance through the checkpoint zone B of the main building. The first basement is almost exactly under the CAT Zone B is the door with combination lock and a camera.  
 
According to the U.S. DIA (Defence Intelligence Agency), Metro Station-2 of the first line under the former residence of the first and last Soviet President (Gorbachev) in the Lenin Hills, and this is exactly the place where the planned station "Lenin Hills."  
 
Most likely, the projects have been developed tunnels and stations deep bedding. Then Khrushchev ordered sharply reduce the cost of construction. Then built a wonderful bridge, in which the salt is greater than concrete. And bending with a rise after the "Sports" appeared. But already in the 60s, when the bunker in Kuntsevo and the first line of Metro-2 were built, while old projects, and raised. What sense to duplicate the work? And hurrying to the old tunnel zababahali projects, but one-way.  
 
If you go from "Sports" to "University", then left the course after the "Sports" in the beginning stage can be seen connecting the path where you are coming from the opposite. Then you see a fork to the left of the train. Officially, it's working a dead end, but he continues, descends between the main tunnels under the river and along the arc of steeply to one side. Contact rail in the tunnel terminates. Tunnel itself ultimately rests on the steel gate. This is the only gate usual subway and Metro 2 in Moscow.  
 
When planning the construction of the Temple in honor of the victory in the War of 1812, there were several projects, one of them - to build a temple on the Sparrow Hills.Construction has not begun, because there is very poor soils that are not able to sustain a large building. But that could not make the royal architects did Stalin. When they built the main building of Moscow State University, then dug a huge pit for the foundation, filled with liquid nitrogen, then placed chillers at the place which later became known as the 3rd basement floor or -3. This area was designated a super secret, as in the case of a possible diversion and decommissioning of freezers in a week building splyvet the Moscow River. Headed 3rd vault 15 of the KGB. It is this level of Moscow State University connect with the underground city in Ramenki and Metro-2.  
 
In Tpopapevckom lecopapke for the General Staff Academy, you can see the subway ventilation shafts. Academy of the General Staff itself - is a central building stpoenie and side vokpug. If smotpet the street in them on 5 floors, and in fact much more. Elevator goes underground for a few more. Downstairs there is a lot of very hoposho ohpanyaemyh places where almost no one can get. SOME of the sources has been stretched it out to the Metro-2.  
 
When there was no "Pr. Vernadsky, "in place" Salute "was grandly rugged terrain: valleys, a cascade of ponds, a river. In 68-70 it all neatly filled a lot of ground, taken probably from the construction of the first line and the underground city in Ramenki.  
 
If we draw a line from the "South West" in Ochakovo and put about 500 meters, we get to the place where it was something like a small factory with concrete lift the wheel above.Every morning, down down uymischa terrible people. Everything went up to 79 years.  
 
The main construction base first line - the most notorious concrete small factory south of Moscow State University. That's where the materials are imported and exported land.  
 
There is evidence that the first line in 1986-87 lengthened. There are two interesting places near Moscow. This is a military town Vlasiha (aka Odintsovo-10). There's a 58-64 team built complex with SRF 4-tiered bunker and residence of their commander. In 1986-87 built a new 12-storied bunker two miles from the old. The rails at the bottom there just seen. There is a place Golitsino-2, MCC-military space forces. Interestingly enough - the entrance to the bunker in small houses, such as residential. Is there one in the town square, where stands a monument - an ancient radar, there's the whole is. People who work there, it is known that there is just a branch to the Vnukovo-2.  
 
Heposredstvenno in the Odintsovo in 1987 began to build a residential area of ​​"new home" for the construction of Metro-2. Station there too.  
 
Line 2  
 
Cdana in early '87. Length 60 miles (it turns out that the world record for metrotonnelyam).It starts from the Kremlin, then south along the Warsaw Highway in a prominent government pension "Boron" (in the emergency command post of General Staff).  
 
Ha line has a canned station, which is very mysterious transition from "Tretyakov," the Kalinin line.  
 
It is likely that the line should extend to the new bunker Raven (about 74 km south of the Kremlin). There is inaccurate information, that line is somewhere in Chekhov. Summer residents of Alachkovo talk about the local military camp, they have underground structure, which at 30 stories into the ground leaves, said to have been on this doctrine: it is necessary in the great hall (the size of the witness could not say, but he says "just great"), a simple composition of the subway it on fire and then extinguish. Living in Kryukovo (that Chekhov), sometimes at night wake up from that train passes underneath. Summer residents in a prominent say that in the early 80's there they have something digging and very deep. Remember only a few places large and deep pits, but the walls with boards or anything else out there have been strengthened, and the holes were, one after another, well that is on one line.  
 
Building the base of the second line is somewhere in Caricino.  
 
Line 3.  
 
Cdana too early '87. Length of 25 km. It starts from the Kremlin and Lubyanka then (maybe there is a station at the Bolshoi Theatre, as from a fountain at pl.Teatralnoy could get into the tunnel of Metro-2), the headquarters of the Moscow Military District Air Defense for Butcher, 33 (located adjacent to the public reception of Defense for Butcher, 37, which in turn has an automobile tunnel to Stalin's dacha at Kuntsevo. During the war the station "Kirov" were divisions of the General Staff and PVO'shniki. Trains did not stop there, fenced off from the path of the platform high plywood wall . After the war a long time to destroy the traces of this activity. By building on the station and Butcher, 33, built a new tank, air defense headquarters) and the CCU defense (and in the same Main Headquarters Air Force and Air Defense Forces) in the village of Zaria Balashikhinskii area where there is a military town with 20 000 inhabitants.  
 
The line runs parallel to and road enthusiasts through Izmailovo Park. Most likely, a station next to the "Red Gate" (which is questionable, but the huge Stalin bunker there just is - with the release of the platform lyuchnym "Red Gate").  
 
People working in the bunker n. Dawn, called a "mole." And yet - "miners." Every day they come in an inconspicuous-looking brick houses and high-speed elevators descend to a depth of 122 meters. The last inspection of documents, machine gunner next to a small column of the border, the massive iron doors, collapsing automatically as soon as danger - and our heroes find themselves in one of the most secret military facilities in Russia. This underground city - Central Command Post (CCU), the Air Defense Forces, the holy of holies of our defense capability. To get here can not even the first government officials and important foreign guests. For any excursion to a private permit the defense minister. Bury our military has ordered the party in 1958. All the main headquarters and NBI became an urgent transfer in the near suburbs. "Cold" war at any moment could turn into a nuclear and first bombing of the capital could leave the army without the "eye", "ears" and "language".To prevent this, they decided to bury the most valuable and powerful even from bunkers to lead troops. The underground city was built in Stakhanov: in the 61st year, the first "moles" on the right new home. Thanks for that Paul, Marshal of the Soviet Union and Batitskomu metrostroevtsam - that they were invited to perform the important task homeland. The city-hopper has everything to survive the end of the world: their own power systems, fire suppression systems, clean air and water, sanitation, food supplies. They say there are even places where you can comfortably and in white underwear to sleep. Even women who work here, particularly in terms of not complaining. The transport problem in the "city" built on the 1100, also resolved. The hotel staff four elevators - two passenger and two cargo.  
 
Line 4  
 
Information about her almost fictional. In Russia's budget in 1997 was laid down on the amount of its construction. And this fact has caused a scandal and an investigation in Congress, as were built by American loans. Will begin in the "Smolensk" and Kosygin, as an offshoot of the first line, then under the Victory Park (where the infrastructure will be used in conjunction with the planned branch of the usual Subway) to a new bunker GO A-50 on Rublevsky Highway 48 - close to home for Yeltsin Autumn Boulevard. Then a sanatorium / bunker complex in Barvikha.  
 
The whole system of Metro-2 used to be in the office 15 of the KGB (podzemschiki). It subsequently came under the management wing of the FSB. By the President's administration, headed by Pavel Borodin, Metro-2 is not relevant. Building and build it a box into which people are recruited from the regular Metrostroy. And they live, as I wrote in Odintsovo.  
 
The system is little known, because Metro is not a government, that is, does not carry the highest state officials (including Yeltsin) in peacetime. The main function - a willingness to evacuate. Also - economic transport: cargo, maintenance personnel, etc.  
 
The entire system is single-track (stupidly build two ways, because even if the signal is "Atom" - evacuation in the event of nuclear war or something else wrong - the whole flow of traffic in one direction). Unlike conventional underground mine ventilation of the tunnels are not available. Construction was carried out by private, with no intermediate shafts (like the tunnel under the English Channel). Contact rail on long stretches not used - only in the central. One metrosostavov second or third line consists of four cars - two at the ends of the contact-battery electric "L" in the center of two saloon cars with curtained Ezh6 made on the basis of a series of new units cm3 of 81-714. The composition was held for scheduled maintenance in metrodepo "Izmailovo" in the early '90s.  
 
Tunnels under the Metro station-2 are made of tubing is 1.5 times larger than the tunnel.Remind track Hall (third) of the usual three-vaulted deep-level station. Exceptions should be made at the station library to them. Lenin, the Kremlin and Ramenki. 

 

 

 

 

 

 

 

 

 

 

 

 

List of References

1. Andreev, Yu University of Moscow in the social and cultural life ofRussia at the beginning of the XIX century, M 2000. 

2. Saveliev I Momot 
A. Knyazev and EA and other Higher Education in Russia until 1917, M 1995. 3.Timkovskky JF Monument Ivan Shuvalov / / Moskovityanin, 1851, p.6-8.