SMU-6 owes its birth to mine No. 57, created in 1934 for the construction of distillation tunnels from the Ploshchad Revolyutsii station to Kurskaya. Complex hydrogeology required excavation under compressed air. Also in the caisson, from 1934 to 1938, the stages from Dynamo to Airport were built.
The name of the organization changed: mine No. 57, mine No. 11, mine No. 10, Smolenskaya mine, SMU-6. For 20 years, Dmitry Stern remained the permanent leader of the caisson workers. During this time, the Oktyabrskaya ring road was built. “Smolenskaya” was built under conditions of enormous rock pressure and the influx of groundwater, which repeatedly broke into the face.
In April 1953, the organization was renamed SMU-6 Metrostroy. A year later, it was headed by Victor Troye. In 1957, the Sportivnaya station was opened. For its construction, pilot tunnels were used for the first time in the history of the industry. A unique metro bridge was also built at the Leninskie Gory station (now Vorobyovy Gory).
Since 1960, SMU-6 has been involved in the creation of complex road and railway interchanges. These are numerous complexes of pedestrian crossings on Komsomolskaya Square and the Garden Ring.
In 1962, SMU-6 completed the construction of the main structures of the Shabolovskaya station.
In 1963, Valentin Fedorov became the head of the organization. A year later, the transport tunnels and ramp chambers from the Voikovskaya station to the Vodny Stadium were put into operation.
In 1966, the organization was headed by Yuri Koshelev, who later became the head of Mosmetrostroy and Hero of Socialist Labor.
From 1967 to 1980, SMU-6 was led by Nariman Prostov. Under him, the construction of the Taganskaya-radial railway was completed, and the Kolomenskaya railway was commissioned. In 1970, an escalator tunnel and an underground lobby with a complex of pedestrian crossings at the Kitay-Gorod station were built. In 1971, the transport tunnels to Turgenevskaya, as well as the slope of Sukharevskaya and its vestibule, the construction of which took only a year.
In 1975, the Kuznetsky Most station was built with a vestibule and a transfer to Lubyanka. SMU-6 has always strived to improve and master new technologies. Thus, the shaft of mine No. 932 at Kuznetsky Most was constructed using the method of lowering support in a thixotropic jacket, which made it possible to reduce the excavation period by six months.
In 1978, the distillation tunnels from Babushkinskaya to Medvedkovo came into operation. They were built in an open way with the construction of an artificial channel of the Yauza River.
In 1979, the Marksistskaya station with running tunnels was launched. During its construction, water was repeatedly released into the faces.
Since 1981, Alexey Lykho took over the leadership of the team. A year later, the Lenino station (from November 5, 1990 - Tsaritsyno) and the transport tunnels towards Orekhovo were commissioned. During the construction of Serpukhovskaya, a new design of a pylon-column station was successfully introduced.
From 1986 to 2001, the team was headed by Voldemar Lomonosov. In 1987, the escalator tunnel and the lobby of the Borovitskaya station were put into operation. In 1988, the Mendeleevskaya complex of structures was completed, where they had to deal with groundwater and rock pressure. The station "Ulitsa Podbelskogo" (since 2014 - "Rokossovskogo Boulevard") was commissioned in 1990. In 1994, Chkalovskaya with a vestibule was built. The southern exit of VDNKh opened in 1997.
During that period, construction funding decreased sharply. SMU-6, like the entire Mosmetrostroy, was mastering a new direction of work - the construction of road transport facilities. Tunnels were built under the Moscow Ring Road on Yaroslavskoye, Korovinskoye highways, Kutuzovsky and Leninsky prospects.
Under Igor Koldunov, the Annino station facilities with stages were commissioned. In South Butovo, the technology of constructing a light elevated metro has been mastered. The Dostoevskaya station was opened. When working on the Mnevniki transport tunnel, it was possible to create an in-line construction method.
Since 2004, the team was headed by Yuri Levchenko, under whom the Serebryanoborsky tunnels were built. Here they have improved the technology of using removable formwork and laying concrete.
Since 2012, SMU-6 has been headed by Oleg Litovchenko. For a long time he worked in the organization as a site manager and deputy chief engineer, then as chief engineer at SMU-15.
In 2011, work began on extending the Lyublinsko-Dmitrovskaya line from Maryina Roshcha to Petrovsko-Razumovskaya. SMU-6 completed the excavation of the main structures of the Fonvizinskaya station on time.
In 2014, thanks to the proposal of SMU-6, a very difficult task was completed. The dead ends behind the Troparevo station were passed with a KT-5.6 tunnel-boring complex, converted into a ShchN-1 shield. The speed was 98 meters per month, which ensured the launch of the Sokolnicheskaya line on time.
At the same time, the team began the construction of stages and part of the Verkhnih Likhobor station complex.
Currently, SMU-6 operates at several sites at once. The team was entrusted with the construction of the Rzhevskaya station complex with a transfer to the Kaluzhsko-Rizhskaya line. Section No. 3 is building the lobby of the Aviamotornaya metro station, and is also engaged in the reconstruction of Filevsky Park. Section No. 1 completes work at Mine No. 959 LDL.
SMU-6 has always been famous for its efficiency and the highest professionalism of its workers and managers. The names of foremen Fyodor Zakharyuzhenkov, Pyotr Ratnikov, Boris Baranov, Anatoly Kuznetsov, Alexander Popkov, Mikhail Laptev and many others will forever remain in the history of metro construction.
SMU-6 also served as a source of valuable personnel. Many engineers who began their professional careers here have grown to become managers. These are Anatoly Polosin (headed SMU-1), Alexey Kryukov (headed SMU-15), Shamton Simanduev (headed SMU-3). Yuri Koshelev and Nariman Prostov headed Mosmetrostroy over the years.