This document provides an analysis of subway/metro planning diagrams around the world with the goal of determining development prospects for the Kharkiv rapid transit network in Ukraine. It begins by classifying the major types of subway planning schemes, such as radial, circular, rectangular, and combined models. It then rates the networks of 20 major cities based on the total number of stations, length of ring lines, and other performance metrics. Several case studies of auxiliary elements like isolated circles, pan-shaped loops, and inclinational spirals are also examined. The document concludes by comparing the trip price and cost as a percentage of minimum monthly salary for several global cities to provide a benchmark for Kharkiv's system. The analysis aims to identify

1. Portfolio
Oleksandr Galychyn
Student Number: 13040529

2. •
Section 1. Analysis of planning diagrams of underground railroads in large cities of the
World........................................................................................................................ ......7
•
1.1 Setting goals and objectives of the study…………………………………………………..8
•
1.2 Classification of subway planning schemes………………………………………………..9
•
1.3 Additional elements of planning schemes of subways (auxiliary rings and loops).....12
•
1.4 Rating of 20 major subways networks (2011 year)……………………………………..19
•
Section 2. Detailed plan of subway lines development, pedestrian
accessibility………………..............................................................................................24
•
2.1 The center and sub-centers, separated Chervonozavodskyy district of Kharkiv
(south)……………………………….……………………………………………………………..26
•
2.2 Separated Ordzhonikidzevsky district……………………………………………………..27
•
2.3 Separated district Alexeyevka……………………………………………………………...28
•
Section 3. New project proposals (options) for Kharkiv subway network
development……………………………………………………………………………………….29
2

3. •
3.1 Existing radiated model of Kharkiv subway network on master plan………30
•
3.2 Radiated model of Kharkiv subway network …………………………………..30
•
3.2.1 Radiated model of Kharkiv subway network and prospective branches to the
suburban areas………………………………………………………………………….31
•
3.2.2 Radiated model on master plan……………………………………………….32
•
3.2.3 Pros and cons of radiated model………………………………………….33
•
3.3 Radiated and chorded model……………………………………………….34
•
3.3.1 Radiated and chorded model of Kharkiv subway network …………..34
•
3.3.2 Radiated and chorded model on master plan…………………………..35
•
3.3.3 Pros and cons of radiated and chorded model………………………….36
3

4. •
3.4 Radiated and circular model of Kharkiv subway network…………………………….37
•
3.4.1 Radiated and circular model of Kharkiv subway network…………………………..37
•
3.4.2 Radiated and circular model on master plan………………………………………..38
•
3.4.3 Pros and cons of radiated and circular model…………………………………39
•
3.5 Combined model of Kharkiv subway network……………………………………40
•
3.5.1 Combined model of Kharkiv subway network…………………………………40
•
3.5.2 Combined model on master plan………………………………………………41
•
3.5.3 Pros and cons of combined model……………………………………………..42
•
3.6 Economic feasibility indicators…………………………………………...............43
•
3.7 Results…………………………………………………………………….................45
4

5. •
Section 4 Site planning of subway station
"Yuzhnaya“(south station)………………………………………………....................46
•
Architectural solution of station………………………………………………………47
•
Key plan…………………………………………………………………………………48
•
Master plan………………………………………………………………….................49
•
Fragment of Landscape Plan…………………………………………………………50
•
Vertical planning…………………………………………………………….................51
•
Scheme of transport accessibility and pedestrian traffic………………………….52
•
Section 5. Project of quarter reconstruction
along the Kuznechna Street, Kharkiv………………………………………………..53
•
5.1 Scheme of activities for reconstruction………………………………………….54
5

6. •
5.2 Front elevation of Kuznechna Street……………………………………...........55
•
5.3 Perspective view of the dwelling house 7/13, Kuznechna Street….............56
•
5.4 Site plan of quarter reconstruction………………………………………...........57
•
Section 6. Project of quarter reconstruction
along the Mayakovsky Street, Kharkiv……………………………………..............58
•
6.1 Key plan……………………………………………………………………………..59
•
6.2 Vertical planning, front elevation
along the Chernyshevsky Street……………………………………………..............60
•
Section 7 Engineering accomplishment of
residential group of prospective micro-district in Kerch, Ukraine………………..61
•
7.1 Landscape Plan of residential group……………………………………………62
•
7.2 Vertical planning of residential group…………………………………..............63
6

7. ANALYSIS OF PLANNING DIAGRAMS OF
UNDERGROUND RAILROADS IN LARGE CITIES
OF THE WORLD
7

8. Purpose:
Determination of development prospects for Kharkov rapid transit network
Object
Subject
Metro systems of major world cities
Planning schemes and the main characteristics of subways
Actuality of
theme
Necessity to improve transport accessibility in the city of Kharkiv at the expense
of Kharkov subway network expansion
Scientific
novelty
1. Formation of the combined scheme of underground in the city of Kharkiv
2. Possibility of establishing of modern terminals and transport hubs on the basis
of the metro station
Tasks
1. To identify the major types of planning schemes on the example of
underground world's largest cities
2. To compare the major metros of the world by key economic indicators
3. To analyze the characteristics and to determine the rating of the Kharkiv
Metro subway among the largest cities in the world
4. To analyze pedestrian accessibility of Kharkiv subway network
5. To identify a perspective network scheme with the possibility of Kharkov
subway development in the long term
8

9. X-shaped
Circular
Rectangular
Radiated
Radiated and circular
Radiated and chorded
Combined
Conventional signs
Subway station
Station complex
Underground lines
9

10. Linear scheme
Population <500 000 people
Formation of a linear circuit isn't only related to the rapidly growing population
of the city. In many cities, including Haifa (Israel) served as reason for the
construction of the line: a) excessive density of building area and width of the
streets in the central part of the city. b) relief that separate districts of the city
and the speed to connect those districts
Circular scheme occurs in the presence of a natural separation of the city into
two parts and to facilitate communications with rail and public transport in major
cities. Because of the difficulties in the operation of rolling stock on the lines are
rarely used. Most lines are designed as the terrestrial, which increases the
level of availability and use.
Circular scheme
>500 000 <800 000
Х-shaped
>500 000 <1 000 000
In accordance with population growth and city development, the linear scheme
can be transformed into X-shaped or rectangular. This is due to the current
layout of streets and compact city center (the placement of all the elements of
the city center in the geometric center of the city). Examples with typical
elements of this kind schemes can be found in the London, Paris and Chicago.
Rectangular scheme
>500 000 <1 000 000
10

11. Radiated scheme
>1 000 000 < 4 000 000
Radiated and circular
scheme
>4 000 000 < 8 000 000
Radiated and chorded
scheme
>4 000 000 < 8 000 000
Combined
>8 000 000
The radial circuit with a central interchange hub and diametric lines. In cities with a radial
circuit layout of the transport network usually develops radial circuit from 3 - 4 lines. There are
two kinds: a) with separate lines (diameters), intersecting at different levels and connected to
each other. b) sometimes, in order to better serve the peripheral part of the city the diameters
have the branching on the ends. Such a scheme has its own advantages - interchange nodes
become less strained than the x-shaped pattern.
In the mega cities with a population of more than 4 million people is used radiated and
circular scheme of underground. Possibly the transformation of radiated circuit into radiated
and circular scheme as it was taking place in Moscow and is occurring in Saint Petersburg.
Auxiliary circular line significantly offloads the work of the central transportation hub and
reduces the excess length of the road for passengers.
Radiated and chorded circuit is formed when a population is reaching the 4 million limit. At this
point in time, the residents are unevenly concentrated in the suburban area of the city, but the
sub-centers do not develop. For instance, Tokyo.
Combined scheme of subway network includes diametrical, chorded and radiated lines with a
significant number of interchange options. Such circuits are formed as a result of the relatively
long development of cities and metro systems in them. It should be noted that the x-shaped or
radiated subsequently are complemented by discharging lines (circular and chorded) with the
interchange nodes, removes the burden from the central transfer stations. The best examples
are in Mexico City, New York, London.
11

12. Isolated circle
Pan-shaped loop
Shared circle
Operationally split circle
Terminal loop
Inclinational spiral
12

13. ISOLATED CIRCLE
Isolated circle
Element of the radiated and
circular scheme. The circular
line in the center of the city with
access to the radial directions.
Beijing
- Line 2 - 28-km - 18 stations – opened in
1984 – completed in 1987.
Delhi - Ring Railway - 21 stations.
Detroit - People mover - 4.8-km - 13 stations - round
trip 15 min – completed in 1987 - unidirectional.
13

14. SHARED CIRCLE
Shared circle
Several lines, one of which
surrounds the ring completely,
while others use only the ring
segments.
Berlin - S41/S42 - 37-km - 27 stations – round
trip 62 мin – open in 1871 – completed in 1877 Suburban metro, round operation suspended from
1961 to 2002.
London - Circle Line - 22.5-km - 27 stations –
open in 1863 – completed in 1884.
Miami
- People mover - 3-km - 8 stations –
completed in 1986 - Raised, rubber-tired, automated.
14

15. PAN-SHAPED LOOP
Pan-shaped loop
Element
of the radiated and
circular scheme. Circle Line is
combined with radiated to operate
in the city center as a single line.
Used as circulating puffin at night.
City of Brussels - Lines 2 and
618 stations – opened in 1981 – completed in
2009.
Bucharest
– Lines M1, M3 - 24 km 16 stations – opened in 1979 – completed in
1989.
Chicago
– different lines - 3.2-km - 9
stations – completed in 1897.
15

16. TERMINAL LOOP
Terminal loop
Element of the radiated and circular
scheme. Loop is created on the line
in a single of the directions , having
the access to the center. Invented in
Paris
London – Line Piccadilly - 2 stations in Heathrow, unidirectional.
Los Angeles
- Blue Line - 5
stations - in south end, unidirectional.
New York – Line
6 - 1 station passing effectively left the City Hall station
without passengers, unidirectional.
16

17. OPERATIONALLY SPLIT CIRCLE
Operationally split circle
The lines are not operated around
the entire ring (or loop), even though
they technically could be, or in the
past or in the present.
Copenhagen
- S-Tog - 20
stations – completed in 2005 operationally split.
Vienna - Lines U4/U6 - 18 stations operated as loop from 1925 to 1978.
Vienna- Lines U2/U4 - 10 stations –
circular exploitation for only 2 weeks in
1981.
17

18. INCLINATIONAL SPIRAL
Inclinational spiral
Element of the radiated and
chorded scheme. Used in strongly
crossed terrain with significant
height difference. Depends on the
nature of the slopes and the
hydrogeological conditions.
Naples
- Line 1 - at Vanvitelli and
Cilea/Quattro
Giornate
stations,
underground, rising upwards to the area of
250 m above the center of the city..
Tokyo
- Line Yurikamome - near the
station Shibaura-Futo, climbing Rainbow
Bridge.
18

19. RATING OF SUBWAYS OF LARGEST CITIES IN THE WORLD
BY NUMBER OF STATIONS
Number of stations (total)
5
4,5
4
3,5
3
2,5
2
1,5
1
0,5
0
Length of ring, кm
1
2
3
4
5
6
7
8
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
Number of stations on the ring
5
4,5
4
3,5
3
2,5
2
1,5
1
0,5
0
1
2
3
4
5
6
7
8
9 10 11 12 13 14 15 16 17 18 19 20
9
5
4,5
4
3,5
3
2,5
2
1,5
1
0,5
0
1
2
3
4
5
6
7
8
9 10 11 12 13 14 15 16 17 18 19 20
Conventional signs
1-London (England)
2-New-York (USA)
3-Toronto (Canada)
4-Mexico (UMS)
5-Tokio (Japan)
6-Paris (France)
7-Madrid (Spain)
8-Milan (Italy)
9-Lisbon (Portugal)
10-Moscow (Russia)
11-Vienna (Austria)
12-Munich (Germany)
13-Prague (Czech Republic)
14-Helsinki (Finland)
15-Oslo (Norway)
16-Glasgow (Scotland)
17-Shanghai (China)
18-Calcutta (India)
19-Seoul (South Korea)
20-Kharkiv (Ukraine)
19

20. DIAGRAMS OF SUBWAYS PERFORMANCE
Length, km
5
4,5
4
3,5
3
2,5
2
1,5
1
0,5
0
Number of wagons
1
2
3
4
5
6
7
8
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
9
1
2
3
4
5
6
7
8
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
1
2
3
4
5
6
7
8
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20
Conventional signs
Speed, кmh.
5
4,5
4
3,5
3
2,5
2
1,5
1
0,5
0
5
4,5
4
3,5
3
2,5
2
1,5
1
0,5
0
9
1-London (England)
2-New-York (USA)
3-Toronto (Canada)
4-Mexico (UMS)
5-Tokio (Japan)
6-Paris (France)
7-Madrid (Spain)
8-Milan (Italy)
9-Lisbon (Portugal)
10-Moscow (Russia)
11-Vienna (Austria)
12-Munich (Germany)
13-Prague (Czech Republic)
14-Helsinki (Finland)
15-Oslo (Norway)
16-Glasgow (Scotland)
17-Shanghai (China)
18-Calcutta (India)
19-Seoul (South Korea)
20-Kharkiv (Ukraine)
20
9

21. COMPARISON OF TRIP PRICE
Price of trip
5
5
5
4
4
3
3
2
3
3
5
4
4
3
3
5
5
5
1
4
2
3
2
3
2
4
1
1
5
1
6
0
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
7
20
Relative cost of travel in the metro
to the minimum monthly salary,%
5
4,5
4
3,5
3
2,5
2
1,5
1
0,5
0
London
Лондон
Conventional signs
New York
Нью-Йорк
Tokyo
Токио
Toronto
Торонто
Paris
Париж
Seoul
Сеул
Mexico
Мехико
Lisbon
Лиссабон
Moscow
Москва
Vienna
Вена
1-London (England)
2-New-York (USA)
3-Toronto (Canada)
4-Mexico (UMS)
5-Tokio (Japan)
6-Paris (France)
7-Madrid (Spain)
8-Milan (Italy)
9-Lisbon (Portugal)
10-Moscow (Russia)
11-Vienna (Austria)
12-Munich (Germany)
13-Prague (Czech Republic)
14-Helsinki (Finland)
15-Oslo (Norway)
16-Glasgow (Scotland)
17-Shanghai (China)
18-Calcutta (India)
19-Seoul (South Korea)
20-Kharkiv (Ukraine)
Shanghai
Шанхай
Prague
Прага
Харьков
Kharkiv
21

22. SUMMARY RATING OF 20 MAJOR SUBWAYS
NETWORKS (2011 YEAR)
35
30
Скорость
25
Стоимость поездки
Протяженность
20
Количество станций на кольце
15
Количество вагонов
Длина кольца
10
Количество станций (всего)
5
0
1
2
3
4
5
6
7
8
9
10 11 12 13 14 15 16 17 18 19 20
22

23. ANALYSIS OF ORGANIZATIONAL INDICATORS AND
INDICATORS OF COMFORT
Types of ownership
The ratio of interchange modes of
transport in cities worldwide
Железная дорога,автобус
Railroad, bus
Railroad
Железная дорога
Tram. bus
Трамвай,автобус
Municipal and
Муниципальноcommunal
коммунальный
Railroad, tram
Железная дорога,трамвай
КоммунальноCommunal and
муниципальный
municipal
Railroad, suburban
Железная train
electric дорога,электричка
Муниципальный
Железная bus, tram
Railroad,
дорога,автобус,трамвай
Monorail road,
Монорельсовая
Shinkansen, suburban
дорога,синкансэн,электричка
Municipal
Коммунальный
Communal
electric train
Location in relation to the
ground level Underground and
Organization of fare
Подземно-наземный
terrestrial
Underground and
On the entrance
На входе
На выходе
On the exit
На входе и выходе
On the entrance
and exit
Подземно-наземный
terrestrial, and
и above-ground
надземный
Преимущественно
Predominantlyподземный
underground
Подземный
Underground
23

24. DETAILED PLAN OF SUBWAY LINES DEVELOPMENT,
PEDESTRIAN ACCESSIBILITY
S 1: 16 000
24

26. 26

27. 27

28. 28

29. NEW PROJECT PROPOSALS (OPTIONS) FOR
KHARKIV SUBWAY NETWORK DEVELOPMENT
29

30. 30

31. Dergachi-1
Druzhba Narodov
Malaya Danilovka
Prospekt Pobedy
Eastern Saltovka
Traktorostroiteley
Guards shironintsev
1
Zalyutino-1
Rohanskaya
Vostochnaya
Pesochin
Yuzhnaya
Zalyutino
3
sq. Uritskogo
ОP 24
Derzhavinskaya
Kashtanovskaya
2
Odesa
Minutka
Rohanskaya -1
Conventional signs
October revolution
Novozhanovo
Subway stations
Druzhba Motel
Station complexes
Oktyabrskaya
Airport
Underground lines
1-Branch to Zalyutino
2-Branch to Novaya Bavaria
31
3-Branch to Rohan

32. .
Branch to Kholodnohirsko–Zavodska Line
Branch to Saltivska Line
32

33. PROS AND CONS OF RADIATED MODEL
Pros:
Cons:
• opportunity for the minimal number
of transfers in any radiated
direction (single);
• reducing the burden on the city
center due to three interchange
hubs;
• the possibility of building several
start-up facilities;
• possibility of building terminals (on
the basis of stations) on the lines
that directly connected with major
arterial highways.
• increasing the burden on
interchange hubs;
• insufficient density of the subway
network;
• high coefficient of route network
misalignment;
• poor pedestrian accessibility of
separate districts;
• necessity of building branches to
the suburban areas;
• greater number of non-serviced
areas compared with the radiated
and circular, and radiated and
chorded networks.
33

34. Derevyanko
Transfer
Eastern Saltovka
Sokolniki
Shevchenko
Transfer
Traktorostroiteley
Guards shironintsev
Transfer
Klochkovskaya
Pobedy
Saltivske Highway
Streletsky
2
1
Transfer
Zavodskaya
Minutka
Novozhanovo -1
Oktyabrskaya
Conventional signs
Subway stations
Station complexes
Underground lines
34
1- Pavlovsko-Zavodska line
2- Saltivska and October line

35. 3535

36. PROS AND CONS OF RADIATED AND CHORDED
MODEL
PROS:
CONS:
• communications with existing radiated
directions;
• increasing the density of the subway
network;
• decrease of the route network
misalignment coefficient, compared
with a circular line;
• accessibility for service in remote
areas;
• opportunity to the sequence of
construction of several start-up
facilities;
• transfer stations are arranged in
conjunction with stations of the low
passenger turnover that promotes
establishment of uniform loading
sections of subway network.
• two or more transfers along the route;
.
• poor pedestrian accessibility of separate
districts;
• increase of time devoted to transfer.
36

37. Shevchenko
Derevyanko
Sokolniki
Transfer
Transfer
Klochkovskaya
Transfer
1
Pavlovskaya
Pobedy
Muranova
Transfer
Transfer
Divisional
Postysheva
Heroes of Stalingrad
Morozova
Odesa-1
October revolution
Conventional signs
Subway stations
Station complexes
Chervonozavodskaya
Underground lines
1-Circular я линия
37

38. Circular line
38

39. PROS AND CONS OF RADIATED AND CIRCULAR
MODEL
Pros:
Cons:
• greatly offloads interchange hubs in
the central part of the city and
reduces the excess length of the
path of passengers on the radial
directions;
• increases the density of the network
and the area of pedestrian
accessibility;
• decrease in the average coefficient of
route network misalignment;
• enables to incorporate with existing
radiated directions.
• the need for commissioning with
single starting complex;
• causes an increase in the number of
transfers (more than 2);
• does not allow for the transport
accessibility of separate areas of the
city;
• tracing the circular line through
areas of the city with a low
population density (for the
completion of a closed circle);
• transfer stations are arranged in
conjunction with stations of the high
passenger turnover
39

40. Shevchenko
Derevyanko
Sokolniki
Eastern Saltovka
Transfer
Transfer
Traktorostroiteley
Klochkovskaya
Пересадочная
Guards shironintsev
Transfer
Pavlovskaya
2
Pobedy
1
Muranova
Saltivske Highway
Transfer
Streletsky
Minutka
Novozhanovo-1
Postysheva
Transfer
Divisional
Oktyabrskaya
Заводская
Heroes of Stalingrad
Morozova
October revolution
Odesa-1
Conventional signs
Subway stations
Station complexes
Chervonozavodskaya
Underground lines
1-Circular line
2-Saltivska and October 40
line

41. 41

42. PROS AND CONS OF COMBINED MODEL
Pros:
Cons:
• provides the best connection between
the districts of the city;
• the density of the network and area of
pedestrian accessibility have the
highest rates compared with radiated
and circular, radiated and-chorded
models;
• average coefficient of route network
misalignment is the lowest of the
proposed options;
• for this scheme as interchange and
intermediate stations are close to the
values passenger flow during the
rush hours.
• necessary to input into operation in
two stages (two start-up facilities);
• Necessity for making use of transfer
hubs at the single level (on the
chorded line);
• does not allow for the transport
accessibility of separate areas of the
city;
• tracing the circular line through areas
of the city with a low
population density (for the completion
of a closed circle).
42

43. ECONOMIC FEASIBILITY INDICATORS
43

44. ECONOMIC FEASIBILITY INDICATORS ( CONTINUATION )
44

45. Results
1. On the example of the largest cities of the world were determined 8 types of planning
schemes: linear, circular, x-shaped, rectangular, radiated, radiated and chorded, radiated
and circular, combined. Results of this classification are present radiation type and
economic indicators were helpful to devise a long-term development of a rational model of
Kharkov City Subway.
2. By comparing the subways of major world cities by economic indicators, was concluded that
Seoul subway network ranked the highest 1st place. In contrast, Kharkiv subway system
ranks the latter 20th place.
3. Based on classification by type of schemes, in accordance with the evolutionary process,
was determined that all subways in the world converging in combined form.
3. 88% of the city area in 2012 year outside of pedestrian accessibility of subway stations.
4. For the long term development of the Kharkiv subway network advisable to wage on the
basis of the combined scheme, which is the leader in accordance with economic feasibility
indicators.
5. Transition of subway in Kharkiv to the communal ownership may lead to its further
privatization.
45

46. SITE PLANNING OF SUBWAY STATION
"YUZHNAYA“ (SOUTH STATION)
46

47. 4
+1.500
+4.200
2
-0.500
+12.250
+-0.000
+1.100
-1.250
-0.500
+7.200
+6.850
12000
3
1
+4.200
+12.250
+8.750
+4.000
+6.850
102000
51000
+1.500
5
6
51000
24000
Monolithic RC chute of concrete M 300 200 mm
Fiberwise hard-packed sand
Inverse vault from prefabricated slabs
Protective layer of cement-sand mortar M 100 40 mm
Membrane waterproofing- 3 layers of bituminous [coated] fiberglass mat
Leveling layer of cement-sand mortar M-100
Concrete blinding coat of high density concrete M-200 W-6-100mm
240000
4100
650
railroad concrete mark " "
1350
2700
240000
-2.200
-0.650
30000
04
24000
18000
84000
84000
i=0.01
6
03
02
52000
14000
01
Reinforced concrete binding coat
( -48 -108)
6250
30000
7500
3
1
2
7
4
1
2
8
4200
Vestibule
#2
Vestibule
#1
2
5000
4200
7500
18000
9150
30000
21000
35000
18000
2
51000
51000
21000
30000
12000
9
4200
1
4200
5
M.V.
18000
longitudinal axis of station
V.C.
31000
31000
2
9000
9000
18000
CTS
24000
43500
Protective layer of cement-sand mortar
M 100 with reinforced braided grid and cells 50 * 50
Membrane waterproofing- 2 layers of bituminous [coated] fiberglass mat
Embedment and alignment of joints between precast elements
Prefabricated reinforced concrete blocks
Protective layer of cement-sand mortar
M 100 with reinforced braided grid and cells 50 * 50
Membrane waterproofing- 2 layers of bituminous [coated] fiberglass mat
Sloping of cement-sand mortar M100 from 20 to 80 mm
Ribbed slab of upper ceiling
+7.750
8.150
7.550
6.850
+7.200
Joint
+4.200
-1
+1.100
+-0.000
-1.250
-2.200
400
4800
2000
3000
3000
20400
2000
4800
400
Precast concrete block of wall
Leveling layer of cement-sand mortar M-100 20 mm
Membrane waterproofing- 2 layers of bituminous [coated] fiberglass mat
Protective layer of cement-sand mortar -100 20 mm
4.200
-4
1
1.500
cc -4
+-0.000
-0.580
concrete leveling layer
6450
100
4650
6450
4350
4350
4650
18000
Prefabricated reinforced concrete block of chute
Protective layer of cement-sand mortar -100 20 mm
Membrane waterproofing- 2 layers of bituminous [coated] fiberglass mat
Leveling layer of cement-sand mortar M-100 20 mm
Concrete blinding coat of high density concrete M- 200
Prefabricated slabs
of inverse vault
( -48 -109)
i=0.01
200 550
120
200 1100
30
1450
Concrete blinding
coat of chute -50
-1.300
-2.200

48. 1bu
113
1br
89
GDS
110
50
49
1
88
109
107
16br
56
86
83
9br
85
GDS
,
Dwelling houses, existing
9br

49. CTS
V.C.
Vestibule
#1
Vestibule
longitudinal axis of the station
4200
M.V.
4200
.
.
168
,
Dwelling houses, existing
1bu
1br

50. prospective
(individual
project)
existing
existing
* *
*
*

51. TS
V.C.
Vestibule
#1
4200
longitudinal axis of the station
Vestibule
#2
M.V.
4200
.
.
168

52. B
B
CTS
V.C.
Vestibule
#1
4200
B
"Yuzhnaya"
Vestibule
#2
M.V.
4200
.
.
168
B
B
B

53. PROJECT OF QUARTER RECONSTRUCTION
ALONG THE KUZNECHNA STREET, KHARKIV
1

58. PROJECT OF QUARTER RECONSTRUCTION
ALONG THE MAYAKOVSKY STREET, KHARKIV
1

61. ENGINEERING ACCOMPLISHMENT OF
RESIDENTIAL GROUP OF PROSPECTIVE
MICRO-DISTRICT IN KERCH, UKRAINE
1

63. st.Vo
ikova
st.12-ho Kvitnya 1961 roku