Available online at www.sciencedirect.com ScienceDirect Procedia Engineering 165 (2016) 782 – 787 15th International scientific conference “Underground Urbanisation as a Prerequisite for Sustainable Development” Modular design of subway facilities Vladimir Maslak a,*, Dmitry Boytsov b b a "NIPII Lenmetrogiprotrans", St Petersburg, Russia "NIPII Lenmetrogiprotrans" Architectural and Constructional Department, St Petersburg, Russia Abstract The modern high rates of design and construction, innovative technologies and progress in up-to-date engineering equipment employed at subway facilities lead to developing unified hubs where all the problems connected with building technologies, performance of structures, and engineering equipment functioning and operation will be maximally correctly elaborated One of the most topical ways of subway evolution under the above-mentioned conditions is to design the subway facilities by the "largeblock assembling" method in which each facility (station complex, vestibule, near-tunnel structures) can be constructed from multifunctional blocks (modules) © 2016 2016Published The Authors Published by Elsevier Ltd © by Elsevier Ltd This is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/) Peer-review under responsibility of the scientific committee of the 15th International scientific conference “Underground Peer-review under scientific committee of the 15th International scientific conference “Underground Urbanisation as a Urbanisation as aresponsibility Prerequisiteof fortheSustainable Development Prerequisite for Sustainable Development Keywords: Subways, transport tunnels, complex transfer hubs, regional development, urban people Modular subway station complexes During the past 20 years the technology of energy foundations and other thermo-active ground-source systems has developed extremely well, and Austria has still a pioneering role as indicated in Figure 1, showing the increase of energy piles between 1984 and 2013 Since the year 2005 more than 7,000 energy piles have been installed per year resulting in a total number of presently nearly 130,000 energy piles, ranging from small diameter driven piles to large diameter bored piles (Fig 2) Moreover, “Energy diaphragm walls” (slurry trench walls”) have become a frequently used alternative to energy piles in Austria Numerous buildings with deep basements and metro lines, e.g * Corresponding author Tel.: +7-812-314-81-95 E-mail address: ctv.lmgt@mail.ru 1877-7058 © 2016 Published by Elsevier Ltd This is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/) Peer-review under responsibility of the scientific committee of the 15th International scientific conference “Underground Urbanisation as a Prerequisite for Sustainable Development doi:10.1016/j.proeng.2016.11.775 Vladimir Maslak and Dmitry Boytsov / Procedia Engineering 165 (2016) 782 – 787 all new stations of the Vienna Metro have “Energy diaphragm walls” They dominate especially in areas with a high groundwater level, whereby concepts combined with energy piles have proved suitable in many cases (Figs 3, 4) This technology makes use of the high thermal storage capacity of concrete Moreover, these concrete members are required already for structural reasons and need not be installed as additional elements like conventional thermal energy utilization systems With combined geothermal cooling/heating systems heat energy is fed into and withdrawn from the ground via “energy foundations” or other thermo-active ground structures This innovative method is significantly more cost effective than conventional systems and it is environmentally friendly because it uses clean, renewable energy The existing subsurface stations are mainly single-volume structures Depending on a set of different initial data and factors affecting the size, shape and internal content of the stations, the latter differ considerably from each other As a result, one of the significant disadvantages of such subsurface stations is their unique planning structures and arrangement of internal utilities, which extends the time of their design and construction and also leads to an increase in the cost of capital construction projects under implementation The idea of creating the subway transport facilities by combining them from monoblocks (platform block, vestibule block, process blocks, etc.) enables design and construction based on the predeveloped optimal components of the station complex The concept of combining multifunctional blocks (modules) provides a number of significant advantages that allow formation of more compact and economically efficient station complexes (Figure 1) Process module Platform axis Vestibule Way I Way II Station module Process module Figure An example of a station complex combined from modules The main advantages of this approach are: x The possibility of open planning; the modules (blocks) can transform and change their positions depending on the city-planning conditions x The possibility of typification of each module x The possibility of prospective development of station complexes in their evolution, e.g., in transforming a station into a transfer hub As an example of the station complex designed under the concept in question, the design proposals for the Moscow subway (a section with a two-way tunnel) may be considered Prior to developing this concept, the OJSC "Lenmetrogiprotrans" experts have accomplished four design solutions for similar Saint Petersburg and Moscow subway lines, in which the space-planning structure was developed in detail Those previously designed solutions involve station complexes that are single-volume multi-level structures comprising all the station components Due to this it became possible to estimate advantages and disadvantages of the existing design approach Thus, in developing the concept of radically new stations for the two-way tunnel section of the Moscow subway, a novel design principle was tested: universal modules (blocks) for the station complex were revealed, designed and arranged so as required by the city-planning situation (Figure 2) 783 784 Vladimir Maslak and Dmitry Boytsov / Procedia Engineering 165 (2016) 782 – 787 Basic versions of blocks arrangement in a station complex Figure Different versions of modules-monoblocks arrangement Advantages of the novel design solution: x Compactness All the overall dimensions are determined by the process features of the station complex x The simple structural layout makes it easier to perform construction and erection without unique special equipment and expensive technologies The station complex is a two- or three-span system The station complex is free of columns; as load-bearing supports, longitudinal (spine) walls made from cast reinforced concrete are used In the spine walls, openings for process and operating communications and utilities are made This structural scheme ensures reliability and convenience of the facility operation in view of future repairs, reconstructions and modernizations x The space-planning solutions strictly comply with the passenger flows (Figure 3) + x x Figure A universal platform module Minimal number of hoisting and transportation equipment with full observation of norms and standards Interconnection of platforms with minimum-height stair approaches by pedestrian "bridges" such as to make it possible to install the crosswalks above the train width (about 3.4-3.5 m); this allows the number of escalators to be minimized by combining them into united groups Full separation of the entry and exit passenger flows from the platform to the very exit from the vestibule Vladimir Maslak and Dmitry Boytsov / Procedia Engineering 165 (2016) 782 – 787 x x The in-station communication lines not enlarge the structure size For the communication and utility headers, channels and shafts, zones inaccessible for passengers and not occupied by service rooms are provided "Mobility" of the station complex layout Due to the design solution based on isolating functional areas as separate elements, it is possible to adapt the station of the given type to various city-planning conditions The modules may displace, turn and reverse with respect to the central two-span base of the station complex, all the process techniques and planning interrelations remaining the same Modular subway interchange stations The "large-block assembling" method may be also used to combine the subway stations into transfer hubs For this purpose, a scheme of coupling same-function modules shall be defined in the process of developing the general concept: the platform and vestibule modules of different stations will have joints Coupling of single-type modules belonging to different stations makes it possible to avoid arrangement of a number of service and process rooms and areas at the station constructed secondarily This is due to that in case of such a coupling the first-station rooms and areas may be regarded as common for both stations Such a design solution enables optimization of technical and economic performance, avoiding duplication of the subway rooms and areas, and considerable reduction of the costs for constructing the second station of the transfer hub As an example of utilizing this idea, we can consider the Saint Petersburg station complex "Novokrestovskaya" that is being constructed on hydraulic fills near the stadium under building The transfer hub will consist of two subway stations belonging to the third ("Green") and fourth ("Yellow") lines of the Saint Petersburg subway The soon-to-be transfer hub shall consist of subsurface stations (Figure 4) Figure Configuration of the transfer hub on Saint Petersburg hydraulic fills The transfer hub is configured so that Station comprises all the process modules, while Station retains at its upper level standby spaces suitable for auxiliary rooms, parking areas, etc In this project, the "modular design" concept manifests itself in identical zoning of Stations and Due to this, parallel coupling of the two stations allows coaxial arrangement of the same-function passenger zones and associated service and process areas Thus, the inter-station passages may be installed at all the levels: in the vestibules, on the platforms, and at the level of the above-way pedestrian bridge (Figure 5) 785 786 Vladimir Maslak and Dmitry Boytsov / Procedia Engineering 165 (2016) 782 – 787 Station hub "Novokrestovskaya" Station Station Figure Station hub "Novokrestovskaya" arrangement Modular subway vestibules One of promising ways of mastering this "large-block (modular) design" concept is creating subway vestibules There are several key versions of arranging vestibules in the environment; appropriate proposals for combining them from certain modules have been developed For instance, a maximally compact module with passenger zones installed above each other has been designed for underground vestibules in the areas of dense historical development There are also a number of "modular configuration" ideas for surface vestibules, since this strategy enables formation of a group of coupled modules-blocks instead of conventional large structures; in this case, if a need of adding of auxiliary structures is expected in future, it will be possible to erect the superimposed structures without supports directly on the vestibule itself The "modular design" philosophy is being intensely implemented by the Saint Petersburg subway designers in creating the vestibules One of the facilities being realized is the underground vestibule of the "Bol'shoy Prospect" station under building As an isolated universal module, a two-level cylindrical main vestibule space coupled with an inclined escalator run has been created Due to its shape, the vestibule may be located in any zone having appropriate area Depending on the city-planning conditions, pedestrian underpasses and groups of service and process rooms may be joined to the vestibule Each of these modules (blocks) is characterized by optimized engineering, technological and process factors of the subway operation Thus, tens of configuration variants adaptable for various city-planning situations (beneath street intersections or garden squares and between existing buildings and buildings under reconstruction) can be obtained by variously combining these modules (blocks) Based on the module (cylindrical underground vestibule) designed for the "Bol'shoy Prospect" station, methods for adapting this concept to radically different city-planning conditions have been developed Situations characterized by a number of specific conditions have been tested Such specific conditions are: a station-tovestibule inclined escalator run comes out from beneath the adjacent buildings at a certain angle, presence of a large number of utility networks at the area of the proposed location of the vestibule, etc.) *** The "modular (block) design" concept that has been intensely implemented in construction since the midtwentieth century is at present emerging on the new, popular and topical level of development due to rise of novel technologies and engineering capabilities for developing underground spaces Implementation of modular techniques leads to creating station complexes or their elements based on a certain platform by adding or excluding some service or process modules This concept allows fundamentally new facilities of the transport infrastructure to be designed They are not isolated within their boundaries but are possible base for evolving multifunctional complexes and prospective transfer hubs Vladimir Maslak and Dmitry Boytsov / Procedia Engineering 165 (2016) 782 – 787 A significant advantage of the facilities designed according to the "modular" principle is their suitability for evolution and modernization: replacement of equipment or process units, as well as alternation of a certain area performance, needs no global reconstruction of the facility It will be sufficient to modernize one or several modules References [1] D Boytsov, Urban setting and architectural environment influence on planning decisions and underground structures typology / Professors, teachers, researchers, engineers and graduate students reports at the 67th Scientific Conference Part II, St Petersburg: published at SPbGASU, 2010, - p.75-78 [2] D Boytsov, The entrance structures in the underground areas for public usage in historic cities Latest problems of modern construction / Collection of materials from the 62nd International Sci-Tech Conference of Young Scientists Part II, St Petersburg: published at SPbGASU, 2009, - p.111-114 [3] D Boytsov, Historic buildings reconstruction when establishing entrance areas for underground structures / Latest problems of modern construction / Collection of materials from the 63rd International Sci-Tech Conference of Young Scientists Part I, St Petersburg: published at SPbGASU, 2010, - p.170-172 [4] D Boytsov, Subway entrance structures integration to historic development of the largest cities / Civil Engineers Bulletin - № (22) - St Petersburg: published at SPbGASU, 2010, - p.5-10 (from the HAC’s list) [5] D Boytsov, Underground architecture: new images of Moscow subway / «Bulletin «Architect 21st century» – St Petersburg: published by «ZODCHIY», 2014, p.40-47 [6] D Boytsov, Public transport architecture Perception of space in motion / FUTURA – St Petersburg: published by «Futura Architects», 2014, p.79-83 787 ... arrangement Modular subway vestibules One of promising ways of mastering this "large-block (modular) design" concept is creating subway vestibules There are several key versions of arranging... advantages and disadvantages of the existing design approach Thus, in developing the concept of radically new stations for the two-way tunnel section of the Moscow subway, a novel design principle was... on the vestibule itself The "modular design" philosophy is being intensely implemented by the Saint Petersburg subway designers in creating the vestibules One of the facilities being realized is