Метро двух столиц

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Муниципальное общеобразовательное учреждение гимназия №1

Научно-практическая конференция

“The undergrounds of two capitals“

Выполнил:

ученик 9 ”Б“ класса Черкашин Иван

Руководитель:

Моисеева Надежда Сергеевна

г. Краснознаменск

2010

 Maintenance

l. The introduction: The Underground-is my hobby

ll. The two undergrounds of two capitals:

       1. Moscow underground:

         - History of underground

         - The short description of the network

                  a)lines and stations

                  b)rolling stock

         - The underground today

         - interesting facts and problems

       2. London underground:

         - History of underground

         - The short description of the network

                  a) Lines and stations

                  b) Rolling stock

         - the underground today

         - interesting facts and problems

      lll. Conclusion: Conclusions from the spent analysis.

    lV. Practical part: The table with the data on two undergrounds.

Introduction: The underground – is my hobby

UN underground is the means of transport and one of the most amazing phenomenons of a contemporary city.

My first memoirs with Moscow underground took place when I was six years old/ since that time I cannot imagine my life without underground. The question why I like it is quite appropriate. But it is very difficult to answer it, because, to my mind, it is just the same as to say why people like nature, seasons, snow and rain. I am one of those people who add themselves to the fans of the underground, who are just keeping on every thing connected with underground.

I have been studying the phenomenon of the underground for many years. I had read many articles, books and reference materials. I had collected a lot of interesting photo and video materials. I have travelled by underground in all its direction; I have spent hundred hours in it. Studying its work, timetable, and scheme. I know the whole structure of Moscow underground by heart.

London tube is also in the field of my interest.

That’s why I have decided to summarize the collected material and to write this report: to compare two transport systems London and Moscow underground.

Moscow underground

1. History:

The first plans for metro system in Moscow date back in the times of the Russian Empire, but they were postponed by World War l, the October revolution and the Russian Civil War. It was not until June 1931 that the decision to start construction of the Moscow Metro was taken by the Central Committee of the USSR Communist party. The first lines were built under the 1930s Moscow general plan designed by Lazar Kaganovich. Advice was given by the London underground, the world's oldest metro system (partly because of this connection Gants Hill tube station, although not completed until much later, is reminiscent in design of many stations on the Moscow Metro).

The first line was opened to the public on 15 May 1935 at 07:00. The line was 11 kilometres (6.8 mi) long and included 13 stations. It connected Sokolniki to Park Kultury with a branch from Okhotny Ryad to Smolenskaya. The latter branch was further extended westwards to the new station Kievskaya in March 1937, making the first Metro crossing of the Moskva River by the Smolensky Metro Bridge. The construction of the first stations was based on other underground systems, and only a few original designs were allowed: Krasnie Vorota, Okhotny Ryad and Kropotkinskaya. Kiyevskaya station was the first to use national motifs.

On 14 May 1935, the Komsomol was awarded the Order of Lenin by Stalin's suggestion for the contribution of the Komsomol members to construction of the first Metro stage.

The second stage was completed before the war. In March 1938 the Arbatskaya branch was split in two and extended to Kurskaya station (now the dark-blue Arbatsko-Pokrovskaya Line). In September 1938 the Gorkovskaya Line opened between Sokol and Teatralnaya. Here the architecture was based on the most popular of the stations already in existence (Krasniye Vorota, Okhotnyi Ryad and Kropotkinskaya) and the compositions followed the popular art deco style, though merging it with socialist visions. The first deep level Column station Mayakovskaya was built at the same time.

The beginning of the Cold War led to the construction of a deep part of the Arbatsko-Pokrovskaya Line. The stations on this line are very deep and were planned as shelters in the event of nuclear war. After finishing the line in 1953, the upper tracks between Ploshchad Revolyutsii and Kiyevskaya were closed and later reopened in 1958 as a part of the Filyovskaya Line. In the further development of the Metro, the term "stages" was not used any more, although sometimes the stations opened in 1957–1959 are referred to as the "fifth stage".

During the late 1950s, the architectural extravagance of new metro stations was significantly toned down, and decorations at some stations, like VDNKh and Alexeyevskaya, were greatly simplified compared with original plans. This was done on the orders of Nikita Khrushchev, who favoured a more spartan decoration scheme. A typical layout (which quickly became known as "Sorokonozhka" - "Centipede", which comes from the fact that early designs had 40 concrete columns in two rows) was developed for all new stations, and the stations were built to look almost identical, differing from each other only in colours of the marble and ceramic tiles. Most of these stations were built with simplified, cheaper technologies which were not always quite suitable and resulted in extremely utilitarian design. For example,

walls paved with cheap and simplistic ceramic tiles proved to be susceptible to vibrations caused by trains, with some tiles eventually falling off. It was not always possible to replace the missing tiles with the ones of the same color, which eventually led to infamous "variegated" parts of the paving. Not until the mid-1970s was the architectural extravagance restored, and original designs once again became popular. However, newer design of "centipede" stations, with 26 columns with wider ranges between them and more sophisticated, continued to dominate.

Since the turn of the century, several projects have been completed, and more are underway. The first one was the Annino-Butovo extension, which consisted of extending the Serpukhovsko-Timiryazevskaya Line from Prazhskaya to Ulitsa Akademika Yangelya (2000), Annino (2001) and Bulvar Dmitriya Donskogo (2002). Afterwards a new elevated Butovskaya Light Metro Line was inaugurated in 2003.

Another major project was the reconstruction of the Vorobyovy Gory station, which initially opened in 1959 was forced to close in 1983 after the concrete used to build the bridge was found to be defective. After many years, the station was rebuilt and re-opened in 2002.

A more recent major project included building a branch off the Filyovskaya Line to the Moscow International Business Centre. This included Delovoy Tsentr (2005) and Mezhdunarodnaya, opened in 2006.

After many years of building the long-awaited Lyublinskaya Line extension was inaugurated with Trubnaya in August 2007, with Sretensky Bulvarin December of that year.

2. Lines and stock:

In total, the Moscow Metro has 298.8 km (185.7 mi) of route length, 12 lines and 180 stations; on a normal weekday it carries over 7 million passengers. Passenger traffic is considerably lower on weekends bringing the average daily passenger traffic during the year to 6.6 million passengers per day. The Moscow Metro is a state-owned enterprise. The cars which have been let out in 1970-1973 are maintained. 

The cars which have been let out since 2008 are maintained.

Have on 8 doors in the car (on 4 from each party) and high transportable ability.

3. Underground today:

The Moscow Metro is open from about 5:30 until 1:00 (the opening time may vary at different stations according to first train schedule, but all stations close for entrance simultaneously at 1:00). During rush hours, trains run roughly every 90 seconds on most lines. At other times during the day, they run about every two to three and a half minutes, and every six to ten minutes late at night. As trains are so frequent, there is no timThe Moscow Metro has a broad gauge of 1520 mm, like ordinary Russian railways, and a third rail supply of 825 V DC. The average distance between stations is 1700 m, the shortest (502 m) section being between Vystavochnaya and Mezhdunarodnaya and the longest (6,627 m) between Krylatskoye and Strogino. The long distances between stations have the positive effect of a commercial cruising speed of 41.7 km/h.

Since the beginning of Moscow metro, platforms have been built to be at least 155 m long, so as to accommodate eight-car trains. The only exceptions are certain stations of Filyovskaya line:Vystavochnaya, Mezhdunarodnaya, Studencheskaya, Kutuzovskaya, Fili, Bagrationovskaya, Filyovsky Park, Pionerskaya, which only allow six-car trains (note that this list includes all ground-level stations of Filyovskaya line, except Kuntsevskaya).

Trains on lines 2, 6, 7, 8, 9 and 10 consist of eight cars, on lines 1, 3 of seven cars and on lines 5 and 11 of six cars. All cars (both E-series and 81-series) are 19.6 m long with four doors on either side.

The Moscow Metro train is identical to those used in all other ex-Soviet Metro cities (St. Petersburg, Novosibirsk, Minsk, Kiev, Kharkov, etc.) and in Budapest, Sofia and Warsaw.

Line L1 is called the "Light metro". It was designed to its own standards and has shorter (96 m) platforms. It employs newer Rusich trains, which consist of three articulated cars, but it can also be served by traditional four-car trains. Trains on Filyovskaya Line (4) consist of four articulated cars. Rolling stock on the Koltsevaya Line (5) and Arbatsko-Pokrovskaya Line (3) is also replaced with four-car and five-car Rusich trains.

The Moscow metro comprises 180 stations, of which 71 are deep-level, and 88 are shallow. Of the deep stations, 52 are pylon-type, 18 are column-type and one is "single-vault" (Leningrad technology). The shallow stations comprise 63 of the pillar-type (a large portion of them following the infamous "sorokonozhka" design), 20 "single-vaults" (Kharkov technology) and three single-decked. In addition there are 11 ground-level stations and four above ground. Two of the stations exist as double halls, and two have three tracks. Five of the stations have side platforms (only one of them-subterranean). The station Vorobyovy Gory is on a bridge. Three other metro bridges exist but are covered or hidden. In addition there are two closed stations and one that is derelict.

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4. Interesting facts:

Total length of all escalators: 65,400 meters

Annual run of all cars: 722 100 000 km

Longest escalator: 126 meters

Total number of employees: 34792 people

Although this has not been officially confirmed, many independent studies suggest that a second, deeper metro system exists under military jurisdiction and was designed for emergency evacuation of key city personnel in case of nuclear attack during the Cold War. It is believed that it consists of a single track and connects the Kremlin, chief HQ (General Staff - 'Genshtab'), Lubyanka (FSB Headquarters) and the Ministry of Defence, as well as numerous other secret installations. There are also entrances[citation needed] to the system from several civilian buildings such as the Russian State Library, Moscow State University (MSU) and at least two stations of the regular metro.[citation needed] It is speculated that these would allow for the evacuation of a small number of randomly chosen civilians, in addition to most of the elite military personnel. A suspected junction between the secret system and normal Metro is behind the station Sportivnaya of the Sokolnicheskaya Line. The final section of this system was completed in 1997.

London underground

 1. History:

The Metropolitan Railway opened on 10 January 1863. Within a few months of opening it was carrying over 26,000 passengers a day. Early tunnels were dug mainly using cut-and-cover construction methods. This caused widespread disruption and required the demolition of several properties on the surface. The first trains were steam-hauled, which required effective ventilation to the surface. Ventilation shafts at various points on the route allowed the engines to expel steam and bring fresh air into the tunnels. Following advances in the use of tunneling shields, electric traction and deep-level tunnel designs, later railways were built even further underground. This caused much less disruption at ground level and it was therefore cheaper and preferable to the cut-and-cover construction method.

The MetR and the Metropolitan District Railway (District) are inextricably linked. Both were empowered to complete the Inner Circle line in the 1850s, although for a time there was competition between the two, the MetR in particular bearing the most animosity, probably because that line was in a deplorable financial situation by July 1871. Nevertheless the two railways ran the trains on the parts of the Circle then open: Kensington to Mansion House (District) and by the northern route (MetR) Paddington to Aldgate. It was not until 1884 that the District opened its "City Lines and Extensions", which completed the "Inner Circle," and provided a line to Whitechapel. The latter made connection with the East London Railway. Trains began to run around both parts of the Inner Circle: the District from Hammersmith to New Cross (now New Cross Gate) (London, Brighton and South Coast Railway) via the southern part of the Circle; and MetR trains to New Cross (South Eastern Railway) via the northern route. The trains used the Thames Tunnel.

The bombing of London during the war and especially The Blitz led to the use of many tube stations as air-raid shelters. Closed stations and unfinished sections of new line were also used. The shelters were well suited to their purpose, but some

stations could still be breached by a direct hit; a small number of attacks did result in serious loss of life, most notably at Balham and Bounds Green in October 1940 and Bank in January 1941. A still worse disaster was a crowd crush accident at the unfinished Bethnal Green in March 1943.

London Transport was nationalised on 1 January 1948. It was renamed the London Transport Executive and this was placed under the authority of the British Transport Commission (BTC). The BTC prioritised the reconstruction of its main-line railways, which had also been nationalised, over the maintenance of the Underground. Most of the unfinished plans of the 1935-40 New Works Programmewere shelved or postponed. The Central Line extensions in east and west London opened in the late 1940s but this was the only real accomplishment of the BTC in terms of the expansion of the network, and most of this had already been completed by the time the BTC took over.

The BTC oversaw the completion of the electrification of the network. By 1948 most of the system was run using electric trains. It was only the distant outposts of the Central Line and the Metropolitan Line that still required steam locomotives. The electrification of the Central Line was completed on 18 November 1957, when the Epping-Ongar section was electrified. And the electrification of the Metropolitan Line was completed in August 1960. London Transport fully withdrew steam locomotives from passenger services on 9 September 1961 when British Rail (BR) took over the operations of the Metropolitan Line between Amersham and Aylesbury. Remarkably, steam

locomotives continued to be used on Underground engineering trains on some surface sections of the Metropolitan Line until 1971, several years after steam had been phased out on the BR network.

The BTC was abolished in 1963 and the Ministry of Transport created a separate Board to run London Transport. This period saw the construction of the carefully planned Victoria Line on a northeast-southwest alignment beneath central London which helped to absorb much of the extra traffic caused by expansion after the war. It was designed so that almost all of the stations along its length allowed interchange with other lines, and it was the first underground line to use automatic train operation (ATO) on the entire route.

Between 1970 and 1984, London Transport was run by the Greater London Council (GLC). In 1977, the Piccadilly Line was extended from Hounslow to Heathrow Airport.

Transport for London (T f L) was created in 2000 as the integrated body responsible for London's transport system. It replaced London Regional Transport. It assumed control of London Underground Limited in July 2003.

2. Lines and stock:

The Underground serves 270 stations by rail; an additional six stations that were on the East London line are temporarily served by Underground replacement buses. Fourteen Underground stations are outside Greater London. The Underground uses rolling stock built between 1960 and 2005. Stock on subsurface lines is identified by a letter while tube stock is identified by the year in which it was designed

 3. Underground today:

There are many planned improvements to the London Underground. A new station opened on the Piccadilly line at Heathrow Airport Terminal 5 on 27 March 2008 and is the first extension of the London Underground since 1999.

4. Interesting facts:

In addition to automatic and staffed ticket gates, the Underground is patrolled by both uniformed and plain-clothes ticket inspectors with hand-held Oyster-card readers. Passengers raveling without a ticket valid for their entire journey are required to pay a penalty fare of £50 (or £25 if paid within 21 days) and can be prosecuted for fare evasion under the Regulation of Railways Act 1889, under which they are subject to a fine of up to £1,000, or three months’ imprisonment.

As well as public shelters, stations and sections of line were given other similar uses:

• An unfinished stretch of the Central Line extension, between Redbridge and Gants Hill, was turned into an underground aircraft factory.
• The closed Brompton Road station was used as an anti-aircraft control centre.
• The closed Down Street station was used by Winston Churchill until the Cabinet War Rooms were built, after which it was used by the Railway Emergency Committee.

Conclusion

Now I studied the history of the foundation and development of Moscow and London underground, having made the comparative analysis of the transport system, we arrived at some conclusions.

Conclusions:

1. Moscow and London as two megapolises cannot exist without underground.
2. Underground is the great economic importance for both capitals.
3. Moscow and London two unique transport systems.
4. Every system has its own advantages and disadvantages.

       The Moscow underground is more safe, than the London underground.

    5. The Moscow underground is an architecture memorial - it not has any analogy in the world.

The practical part of our report:

…is presented in the form of a comparative table. I’ve tried to compare and show the differences of two world known phenomena Moscow and London Underground.

2010