In November 2018, SMU-6 began mothballing the workings completed for the construction of the Suvorovskaya metro station. Its construction was included in the plans for the long-term development of the Moscow metro back in the 1970s.
In 1993, they began to develop the site of mine No. 942 for the construction of Dostoevskaya. The shaft, approach and auxiliary workings were passed, and the excavation of the left station tunnel was 70% complete. At this point, funding was suspended, and mining work had to be stopped.
Due to a lack of funds, the metro was practically not built. It was necessary to find a lower cost replacement for cast iron tubing. Metrogiprotrans, together with TsNIIS, did a great job of creating a reinforced concrete lining with a metal screen. Its main developer at MGT was Efim Barsky, with whom SMU-6 had a long-standing creative collaboration. In particular, together they introduced a new type of station lining, which was used in the construction of the Marksistskaya station (opened in 1979).
In 2004, it was decided to use a new reinforced concrete lining with a metal screen for the construction of stages from Dostoevskaya. Due to lack of funds, the station was still in temporary mothballing. And then the silence in the workings was broken - SMU-6 got down to business. During the excavation of the distillation tunnel, technologies for installing a new type of lining and various methods of its waterproofing were developed. People from other SMUs came here to learn from experience. Having assessed the merits of the new type of lining, the management of Mosmetrostroy, together with MGT, decided to use it in the future.
After the launch of Dostoevskaya in 2010, the question arose of what to do with the construction sites of mines 942 and 942k, through which they planned to build Suvorovskaya. The design of the new station has stalled. But thanks to the persistence of Mosmetrostroy in 2011, the city government nevertheless decided to build it.
It turned out that MGT was already working on possible options. One of them involved the construction of a station of the Gorkovskaya type - without stopping traffic on the existing sections of the Circle Line. The choice fell on the second option - more expensive and safer. It provided for the excavation of bypass tunnels and four ramp chambers. Train traffic from the Ring would be switched to them during the construction of the station.
Since 2011, we began working on approach workings to reach the route for the construction of bypass distillation tunnels. Their scheme was discussed under the leadership of the chief engineer of SMU-6 Sergei Gribanov, the chief mechanic Vladimir Samsonov, the head of the technical department Mikhail Tabukashvili, together with the Metro-Style Institute and MGT.
Of the entire range of work, the most difficult was the excavation of four furnels with a height of 17.5 meters. They were used to construct re-lifting unit chambers with a diameter of 7.5 meters, necessary for the construction of bypass tunnels. We worked around the clock under the guidance of the experienced site manager Nikolai Panov and mechanic Sergei Dvoretsky. The passage was carried out under an endless stream of water.
They also planned to build a ventilation system for the future station through the 942k shaft. In addition, the project involved the construction of another shaft for the construction of station technical premises.
But on January 14, 2013, construction was suspended by order of the capital's government. For five long years the question of what to do with mines and construction sites was discussed. In 2018, they decided to mothball the facility for ten years. Three types of conservation were considered: filling all excavations with sand; neglect newly built structures; perform control injection, waterproofing cast iron and reinforced concrete linings, and strengthen the load-bearing capacity of structures. SMU-6 began mothballing according to the third option.
This most difficult work was entrusted to the site manager Denis Gusarov and mechanic Albert Enikeev. Now control injection, caulking and drilling of wells are underway to strengthen the arch of the workings. The teams of Alexander Mayorov, Andrey Kazachenko, Alexey Lepilov, Sergey Zhovtyak and Dmitry Babenko are working at the site. Soon the team will have to master the waterproofing of reinforced concrete lining of transport adits using a PVC membrane. This material has not yet been used in metro construction.