Petersburg Metro, State Unitary Enterprise

Basic information

The main areas of activity: transport passenger transportation (line length 103 km, number of stations 59), as well as design and design services: development and manufacture of mechanical and electromechanical devices, lifting and transportation equipment, electronic equipment and systems, issue documentation (text, diagrams, drawings based on computer graphics). Design services are provided by the structural division of the State Unitary Enterprise Petersburg Metropolitan - Design and Design and Technology Bureau. Number of employees: 1000 employees.

Petersburg Metro has a fifty-year history and is one of the largest transport enterprises in Russia. Thirteen thousand people are engaged in the maintenance of trunk lines, rolling stock and passengers. The company consists of 29 geographically distributed services.

In 2011, there are 5 lines of the St. Petersburg metro, the operating length is 112.54 km. The number of stations is 65 (among them 7 interchange nodes), 11 is combined with stations or railway stations. The system includes 70 vestibules, 243 escalators and 820 turnstiles. There are 5 operational and one repair depot.

In 2007, the system carried 829.8 million passengers, which put it in 12th place in the world in terms of workload.

Petersburg Metro is the deepest in the world in terms of the average depth of the stations. Many stations have original architectural and artistic design.

History

2024: Russian President Vladimir Putin instructed to conduct a metro to Pulkovo Airport

In April 2024, the president Russia Vladimir Putin instructed to conduct a metro to Pulkovo airport states. The head gave the corresponding order following the meeting on the topic of socio-economic development of the city.

The Government of the Russian Federation, together with the Government of St. Petersburg [instructed] to work out the issue of ensuring high-speed passenger communication between the St. Petersburg urban agglomeration and Pulkovo airport, including by extending metro lines, determining the timing of the construction of the relevant facilities, the amount and sources of financing for their construction, the Kremlin website says.

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The corresponding report should be prepared by June 15, 2024. The Prime Minister Mikhail Mishustin and the Governor of St. Petersburg were appointed responsible for the implementation of this order. Alexander Beglov

As RBC notes in the issue of April 8, 2024, the St. Petersburg Metro consists of five lines and 72 stations. The last time new stations were put into operation in October 2019 - Prospect of Glory, Shushary and Danube.

By April 2024, passengers by public transport to Pulkovo Airport usually get from the Moskovskaya metro station, where they change buses.

The new master plan of St. Petersburg, approved at the end of 2023, implies the construction of a continuation of the Kirov-Vyborg ("red") line of the St. Petersburg metro to Pulkovo airport. It is also planned to develop ground transport infrastructure for convenient access to the airport. According to the most relevant general plan for the development of the city for April 2024, by 2050 it is planned to build 100 new stations and additional lobbies of the St. Petersburg metro.^[1]

2023

Allocation of 93 billion rubles for the construction of the metro

During the meeting of the Legislative Assembly, the Governor of St. Petersburg Alexander Beglov said that the construction of new metro stations will continue in the city - 93 billion rubles will be allocated for these purposes for three years. Of these, 30 billion rubles are planned to be spent in 2024. The priority of the city is the development of the Krasnoselsko-Kalinin line and the Lakhtinsko-Right-Bank line.

The construction of the metro will improve the transport accessibility of new districts of St. Petersburg, which have been built over the past 20 years. Now more than 1.5 million citizens live there. They note that they need the metro, "Beglov said.

Construction of new metro stations will continue in St. Petersburg

Answering the deputies' questions about why the budget does not increase the costs of building the metro, the governor named two main problems: the poor provision of Metrostroy of the Northern Capital (MSSS) with the necessary equipment and problems with the design and estimate documentation. Old equipment is worn out and often fails, because of this work is slow. Over the past two years, the government has allocated 11.5 billion rubles for the modernization and replacement of equipment, and the new budget also provides funds for this, Beglov said at the end of October 2023.

Another item of expenses is the renewal of rolling stock. According to the governor, the city is now carrying out the largest renovation of metro cars in the last 30 years. In total, until 2031, the city plans to purchase 950 modern cars.

By 2030, it is planned to build 21 new metro stations in St. Petersburg. In particular, it is planned to open the Putilovskaya and Yugo-Zapadnaya (Kazakovskaya) stations on the Krasnoselsko-Kalininskaya (sixth) line in 2024. On the Lakhtinsko-Pravoberezhnaya there is a stretch from Spasskaya to the Mining Institute also in 2024. In 2026, the Krasnoselskoye electric depot should start operating, and four more stations of the sixth line - Karetnaya, Bronevaya, Zastavskaya, Borovaya - are expected to open in 2029.^[2]

2021

602 billion rubles will be spent on the construction of the metro in St. Petersburg

602 billion rubles will be spent on the construction of the metro in St. Petersburg. This became known on November 2, 2021. Read more here.

Giant queues due to failure in contactless payment system

On October 26 St. Petersburg , 2021, giant queues arose in the metro due to a failure in the contactless payment system. Because of this problem, passengers during rush hour could not enter the subway and had to stand for a long time at the ticket office behind Podorozhnik or tokens.

At all stations on all turnstiles equipped with banking equipment, payment by bank cards does not pass. We advise you to choose other payment methods, - said the press service of the State Unitary Enterprise "Petersburg Metro."

According to Komsomolskaya Pravda, at one of the most crowded subway stations in Murino, the queue stretched from the cash desks themselves, outside the station. People stand against each other very tightly, trying to get into the station.

Large queues formed in the St. Petersburg metro due to a failure in the contactless payment system

Here is what one of the passengers told the newspaper:

There is no queue for the cashier. Apparently, there are also their hitches. Instead of recognizing his joint and letting people in for free, the metro decided to arrange a hotbed of infection.

According to another interlocutor of the publication, the queue at the Devyatkino metro station turned out to be "simply unrealistically huge." People cannot get on the subway, many turn around and leave, he said.

According to RBC, information about the failure arrived at about 9:00 Moscow time on October 26, 2021. Less than an hour later - at 9:41 Moscow time - the St. Petersburg metro said that the problem had been solved, and banking equipment was working as usual.

According to Rossiyskaya Gazeta, which cites data from an unnamed source, by October 2021, no more than 5% of St. Petersburg subway passengers use bank cards. About 44% pay for travel with electronic wallets "Podorozhnik," another 42% have travel cards, as a rule, preferential. About 10% of St. Petersburg metro passengers use tokens.^[3]

MTS turned on 5G-ready communication at all stations of the St. Petersburg metro

MTS turned on 5G-ready communication at all stations, as well as in more than 40% of the St. Petersburg metro, which the company notified on April 29, 2021. Read more here.

2020: Increase in the number of metro stations since 1991 by 41.18%

On April 28, 2020, information appeared that a rating of subways built in Soviet times was compiled, ranked by the number of stations built after the collapse of the USSR. This rating considers high-speed transport (subways and light rail systems), built in the cities of the former USSR in the Soviet period. According to absolute figures, St. Petersburg ranks third with the number of stations equal to 71 (an increase of 41.18% since 1991). Read more here.

2017: Terror attack kills 16 people

As a result of the terrorist attack in the St. Petersburg metro on April 3, 2017, 15 passengers and a suicide bomber were killed. On April 17, it became known about the detention of the alleged organizer of the terrorist attack.

The criminal case of terrorists who blew up the metro in St. Petersburg mentions banks and payment systems used by alleged Islamic terrorists:

• Suicide bomber Akbarzhon Jalilov opened an account in his name with Tinkoff Bank and issued a bank card. The documents say that he did this in order to receive money to prepare a terrorist attack from Abror Asimov. Dzhalilov informed Makhbubov about the opening of the account.

Makhbubov via WhatsApp reported the number of the card issued by Jalilov to Azimov Abror. Makhbubov instructed Azimov to transfer personal money equivalent to $1000 to this card for the purchase of components of an improvised explosive device by Jalilov and for other expenses related to the preparation and commission of a terrorist act, while promising to compensate for the costs incurred.

• On February 6, 2017, Abror Azimov transferred 24,000 rubles to the Jalilov bank card through the Rapida electronic payment system apparatus, and then transferred another 34,000 rubles to the Jalilov bank card using the Rapida electronic payment system.

• On March 20, 2017, from 14 hours 58 minutes to 17 hours 55 minutes, Abror Azimov, using the Rapid and CyberPlat electronic payment system, transferred 45,000 rubles to Jalilov's bank card.

• On March 30, 2017, Jalilov withdrew 5,000 rubles from his bank card at a Sberbank ATM, after which he received an angle grinder from Lavka Toolshop LLC for rent. HitachiG13SN

How will the metro be guarded after the St. Petersburg terrorist attack?

The Russian government has issued new rules for the anti-terrorist security of subways. How are you planning to protect the subway from such incidents?^[4]

Decree of the Government of the Russian Federation of April 5, 2017 No. 410, approving the requirements of anti-terrorist protection of various categories of subways, was signed a day after the St. Petersburg terrorist attack. The document refers to the protection of stations, tunnels, electric depots, electrical substations and traffic control points. Now the management of each metro is obliged to appoint a person responsible for general security, as well as persons who will be responsible for each individual facility. In the subways, special transport security units should be formed, which will include rapid response groups.

All subways will have to submit information to the Federal Agency for Railway Transport, which will allow them to be divided into four categories of danger. Within three months after the agency posts information on the assignment of a category to the metro on its website, the metro management will have to assess the vulnerability of its facilities. And within three months after the assessment, a metro protection plan should be developed, which (depending on the category) will need to be implemented within one or two years. Information about the vulnerability of the subway and its protection plan will be considered secret.

Work related to transport safety should not involve persons with outstanding and unexplained criminal records; registered in psychological and narcological dispensaries; having other medical contraindications for such work, dismissed from state bodies on defamatory grounds; listed suspected extremists; recognized as unreliable during the audit by the internal affairs authorities; failed the necessary certification; who reported deliberately false information when hiring.

In each metro, special premises should be allocated for employees of the transport security unit, for the temporary storage of forgotten things and for the placement of checkpoints (including special rooms for personal inspection of passengers). It is also necessary to purchase equipment for recognizing faces and cars on the recording of CCTV cameras. In addition, subways must have equipment for recognizing the nature of events on video, to search for specific faces and cars. In general, a simple guard in front of the monitors is now impossible to do.

The rules also spell out special requirements for subways of each of the four categories. The requirements for the validity and content of employee passes have been established - it is indicated that in subways I and II categories of passes must be biometric. Special passes must also be issued for items and equipment that are imported into the metro.

All passengers, as well as entrepreneurs working at metro facilities, must be clearly informed about the rules of transport safety. For metro employees, exercises should be held regularly.

The Federal Agency for Railway Transport should be immediately informed about the change of the owner of the metro or the transfer of the right to use it. Also, the agency should be informed about the change in the structures of the metro and the procedure for its work. Of course, the agency needs to be made aware of the identified illegal interventions in the work of the metro.

If any additional points are made to the rules themselves, the management of all subways will have to conduct an additional vulnerability assessment within three months.

2006: Contradictions between Metro management and train drivers

In the fall of 2006, contradictions between the metro leadership and train drivers intensified, which led to serious demonstrations and almost ended in a strike. Currently, these contradictions are noticeably softened, but have not disappeared.

1992-1994: Post-Soviet period

At the beginning of 1992, construction work was carried out at 14 stations or sections adjacent to them. These are six stations of the Primorsky radius (Admiralteyskaya, Sportivnaya, Chkalovskaya, Krestovsky Ostrov, Staraya Derevnya, Komendantsky Prospekt), two stations on the Right-Bank line (Spasskaya and tunnels to Narodnaya), Parnas station and Vyborgskoye depot on the Moscow-Petrograd line, and five stations of the Frunze radius (Zvenigorodskaya, Vododny canal, Strovskaya), Strovskaya. Thus, given the average time for the construction of a metro station in Leningrad, equal to 5-6 years, it can be assumed that with sufficient funding, all work at the mentioned stations should have been completed no later than 1997, which would have been a record in the history of the construction of the St. Petersburg metro.

In 1994, in 10 years, it was planned to build much more and practically "double" the metro, building 3 new lines and 61 new stations, but opened 10 times less - only 6 stations. Sponsorship mechanisms began to be used to build the metro.

1958-1991: Subsequent development

The first extension of the metro happened in 1958, when the first line (later Kirovsko-Vyborgskaya) passed near the Neva to the Finland station. Subsequent buildings of the Vyborg radius in the 1970s led the metro to new buildings in the northeast and in 1978 to the Leningrad region. The metro came to the south-west after the extension of the Kirov radius in 1977.

The construction of the second, Moscow-Petrograd line began immediately after the opening of the metro. 6 years later - in 1961 - the section "Technological Institute" - "Victory Park" was opened along Moskovsky Prospekt to the southern regions of the city. in 1963, the line was extended north to the Petrogradskaya station, the first cross-platform node in the USSR at the Technological Institute station was finally commissioned. Subsequent extensions of the line were in the early 1970s to the south and in the 1980s to the north, completed by Parnas Station in 2006.

The third, the Nevsko-Vasileostrovskaya line, opened in 1967 and by the early 1980s connected Vasilievsky Island, the city center with large residential and industrial areas on the left bank of the Neva.

Scheme for the development of the metro in Leningrad for 1980

The fourth, Right-Bank line appeared in 1985, it begins in the southeastern residential areas of the city. It passed through the city center in 1991. In the same period, the fifth, Frunzensko-Primorskaya line, was planned for launch, but it opened only in 2008 after the opening of the Volkovskaya and Zvenigorodskaya stations. On March 7, 2009, when the Right-Bank line was divided after the opening of Spasskaya, the fifth line began to connect the Primorsky and Frunzensky districts. This is exactly what was supposed to be done during the design.

In total, at the time of the collapse of the USSR, the Leningrad Metro totaled four lines, 54 stations, 94.2 kilometers.

1946-1955: Phase One

In 1946, Lenmetroproekt was created. The head of the organization was M. A. Samodurov. In the new version of the route, specialists distinguish two new solutions:

• construction of stations "on a slide" (running below the station);
• reducing the diameter of tunnels from 6 (Moscow standard) to 5.5 m.

On September 3, 1947, the construction of the Leningrad metro began again. In December 1954, by a resolution of the Council of Ministers of the USSR, the Leningrad Metro was created. It was headed by Ivan Novikov. Initially, the organization was located on the territory of the modern inclined passage of the Technological Institute station. On October 7, 1955, the first rolling electric train was launched. On November 5, 1955, an act was signed on the commissioning of the first stage of the Leningrad metro. Ten years after the end of the war, at the beginning of the Thaw, the city received underground transport, decorated in the style of Stalinist architecture. The grand opening took place on November 15th. In total, 1,023 participants in the construction of the first stage of the metro were awarded with government awards.

1941-1945: Construction during the war

During the war, due to lack of funds, the trunks and workings passed had to be flooded. During these years, metro builders had to build dead ends, warehouses, railway lines and port facilities in besieged Leningrad. In 1944, I. G. Zubkov died.

1938-1941: Design

Again, the question of designing an underground metro was raised in 1938, at the initiative of the Chairman of the Executive Committee of the Leningrad City Council A.N. Kosygin.

The first leader of the metro was the head of the Leningrad metro construction I. G. Zubkov. Initially, the development was carried out by the Moscow Institute of Metrogiprotrans, but on January 21, 1941, Directorate No. Constructions 5 of the NKPS was formed. By April 1941, all 34 mine shafts were laid.

1901

In 1901, engineer V.N. Pechkovsky proposed building a summer cottage station in the middle of Nevsky Prospekt, near Kazan Cathedral, and connecting it with an overpass-underground road (over the Catherine and Obvodny canals and, respectively, under Zabalkansky Prospekt) with the Baltic and Warsaw railway stations. In the same year, engineer Reshevsky, who worked on the instructions of the Ministry of Railways, developed two versions of the project, the purpose of which was to connect the lines of all St. Petersburg railway stations into a single city junction. The most interesting developments - the fruit of several years of painstaking work - were put forward by one of the first theorists of domestic metro construction, railway engineer P.I. Balinsky. His scheme provided for the construction of six city lines, including two large ring routes with a total length of 95.5 miles (172 km). Construction work (taking into account the backfilling of low-lying areas of the city in order to avoid floods, the construction of 11 large bridges, the construction of embankments and overpasses 5-10 m high, the laying of the railway lines themselves, etc.) cost 190 million rubles according to his project. However, in 1903, Emperor Nicholas II rejected the project.

Almost all pre-revolutionary projects were distinguished mainly by overpass lines, by analogy with the Paris or Vienna metro, and, as subsequent experience of operation in St. Petersburg showed, the use of open lines would be fraught with great difficulties. For the construction of a mainly tunnel metro, moreover, deep laying, there were not enough material and technical resources in St. Petersburg.

19th century

Already at the end of the 19th century, the prospects for the construction of the underground railway were seriously discussed in the capital of the Russian Empire. Newspapers noisily argued about the plans of the St. Petersburg metro, prominent engineers discussed the advantages and disadvantages of the projects. Meanwhile, there was not even an electric tram in St. Petersburg. The opposition of the city authorities, who wanted to take control of this type of transport, ultimately became one of the reasons that the metro project was never implemented then.

Technical details

The Petersburg metro uses the same gauge as ordinary railways in Russia - 1520 mm. A third (contact) rail is used to supply current; voltage on it is on average 825 V (not more than 950 V and not less than 750 V).

Petersburg Metro has five operating lines that serve six electric depots. 65 stations are located on the lines, the total length of the tracks is 112.5 km.

In the St. Petersburg metro there are six underground interchange nodes connecting two stations, and one connecting three stations.

In the St. Petersburg metro there are 70 lobbies, 243 escalators, 820 turnstiles.

The rolling stock is represented by 1,481 cars. The minimum time interval between trains is 2 minutes in summer and 1.45 minutes in winter, and the number of trains per day is 3106. Trains of the St. Petersburg metro follow with an operating speed of more than 50 km/h, the structural speed is 90 km/h, to which acceleration is possible with the corresponding APC block section, the maximum entry speed to the station is 60 km/h.

Notes