Second exit of Sportivnaya metro station-St Petersburg
The second exit of Sportivnaya is in the historical part of the city immediately under the square where Makarova Quay and Kadetskaya Line of Vasilyevsky Island meet, near an exit to Tuchkov Bridge and Malaya Neva River. The shortest distance from subway structures to the river is 5.8 m, to historical buildings 5 m.
Project name: Second exit of Sportivnaya station in St. Petersburg.
Customer:Committee for Development of the City Transportation Infrastructure.
General contractor:OJSC Metrostroy.
Location: St. Petersburg, the crossing of Makarova Quay and Kadetskaya Line of Vasilyevsky Island meet, near an exit to Tuchkov Bridge.
Project deadline:2012-2015 год.
The hallway is about 10 m below Malaya Neva River. The area of the hallway and the underpass is 3.7K sq m. The underpass under the river is over 300 m long.
The escalator ramp tunnel is made in solid lining. The main structures of the hallway use the ground wall technology. Soil has been reinforced. The hallway extends under the entire square, has four stairs, two of them fitted with floor escalators.
What makes the project stand out
- Floor escalators are furnished to descend to the hallway;
- German-manufactured escalators;
- Completed underpass below Neva;
- Sprayed concrete technology is used for temporary lining of ramp tunnel (escalator tunnels);
- The first object of subway system where the contractor was selected in a tender.
For the first time in the St. Petersburg subway a station uses German escalators. According to modern regulations, the escalator tunnel needs 4 lines, not 3 as before. After a market study, ThyssenKrupp Elevator was chosen as the supplier of escalators.
Also new to the St. Petersburg subway are travelators ‒ horizontal passenger conveyors used in long structures (airports, malls, other subways etc.) The underpass that leads to Sportivnaya station second exit on Vasilyevsky Island is over 300 m long, so there will be two travelator sections with three lines in each.
The customer had insisted on leaving surface traffic unimpeded during the construction, so the builders moved the construction site seven times. To avoid interfering with trams, there was created a special bridge-type construction, putting a reinforced concrete slab, the roof of the underpass, below the tram rail. As the slab was being installed, work on the escalator tunnel and the hallway continued. In the end tram traffic only had to be stopped for two months.
Malaya Neva on one side of the site and historical buildings on the other were a special challenge. Constant monitoring of all structures near the site was organized to make sure there was no damage. In addition to builders, designers and specialized geodesic monitoring company closely observed the progress. No buildings sagged during the work.
To prevent flooding and maintain building integrity for the entire perimeter of the future ditch, a ground wall was installed as an envelope. This reinforced concrete structure 650 mm thick was erected at the depth of 23 m. During the work it was discovered that this part of the river bank had been created by Imperial Russian engineers builders found numerous wooden piles 300-400 mm thick, remains of brick walls, granite reinforcements. The wood was well-preserved, which created problems for soil extraction.
Three contractors in Metrostroy were involved in the construction: Specialists of CJSC SMU-11 Metrostroy involved in construction of the second hallway and station ramp tunnel; CJSC SMU-13 Metrostroy, working tunnel beneath Malaya Neva; CJSC SMU-9 Metrostroy, which assembled alarm, ventilation, power systems, all escalators, sewers and water supply.
Work was completed ahead of time. The object is handed over six months earlier than set down in the contract.