Dnepropetrovsk Metro came into passenger service on December 29, 1995.
The first line section of the metro system consisted of a depot and 6 stations: 1 shallow station and 5 deep ones. Kommunarovskaya station features a row of columns, Prospekt Svobody, Zavodskaya, Metallurgov and Metrostroitelei stations are single-vaulted, while Vokzalnaya station has a three-vaulted ceiling.
Each of the deep stations is equipped with three 40 to 60 metre long escalators, except for Vokzalnaya station which has four escalators.
The first line section was 7,1 km long and it connected residential areas with plants, factories and bus and railway stations. It takes only 12 minutes to get to Vokzalnaya station from Kommunarovskaya station by metro, which shows that the metro system is the fastest means of public transport in the city.
Back in 1982, the Council of Ministers of USSR signed a decree to begin the construction of Dnepropetrovsk Metro. It took a long time to bore a tunnel through the hard rock and to solve the problem of ground water that was 40-45 meters above the tunnels.
The lack of funds especially after the collapse of the Soviet Union was another reason for the long construction of the system.
Despite this, the Ukrainian government managed to allocate funds for the construction of the metro system in 1994 - 1995. 44 building organisations, plants and factories of Dnepropetrovska and other Ukrainian cities took part in the final stage of the metro construction. Kiev and Kharkov Metros sent their specialists to Dnepropetrovsk to share their experience and to help launch the new metro system.
The aim of the initial project was to build 9 stations. However, in order to save funds it was decided to shorten the first line section and to inaugurate only 6 metro stations. This resulted in low profitability of the metro. Moreover, the new metro system lacked maintenance workshops, turning platforms, pump stations and a depot. At the moment of the metro inauguration, much work remained unfinished in tunnels, stations and other metro facilities.
Disregarded during the construction stage the minor imperfections began to cause major problems later. The leaking tunnels result in metal corrosion, train roof corrosion, cable support breakdown and tunnel equipment failure.
Dnepropetrovsk Metro workers have done their best to keep the metro system in good operational condition and to do remedial work. With the time, maintenance workshops and other necessary facilities were built. A special drainage system was made at Kommunarovskaya station. A power supply remote control system, an automatic train speed control system and an emergency voltage removal from the third rail system have been introduced. Metro facilities have been equipped with fire detection systems. A special machine for washing the tunnels has been made, 5 rail trolleys and 6 platforms have been restored. All metro stations and the depot have been equipped with an automatic system controlling the entrance into the tunnels. The systems monitoring the temperature of boxes have been introduced.
Dnepropetrovsk Metro does car maintenance and escalators overhaul in-house. The introduction of frequency converters for tunnel ventilation systems helped to cut down the energy consumption.
High humidity level in the tunnels and water leaks destroy the rails, tunnel lining and tunnel equipment. Steps are taken to reduce the corrosion. Dnepropetrovsk Metro workers have changed over 2 km of rails, over 2,000 cross-sleepers and installed over 6,000 insulation pads and rail protection boxes.
Dnepropetrovsk Metro is constantly introducing new standards of technological processes, station and equipment colour schemes etc.
In 1997, a special technical college was opened for training and skills upgrade of the staff. The college features a library, special classes, labs, workshops etc for 54 professions. The teaching methods have helped to increase the quality of education and to decrease the costs. Over 6,000 workers of Dnepropetrovsk Metro and other organisations have had their training in this college.
One forth of the operation and development costs of Dnepropetrovsk Metro is covered by the company itself and the rest is funded by the city.
A token for one ride in the metro costs 2 gryvnyas. The modal share of the metro is only 4% and the system has only 25% of the expected passenger load because the metro system is incomplete and some of the city plants work only half time.
As Dnepropetrovsk Metro operation fails to be profitable, the main goal of the organisation is to cut its costs and to increase its income.
After increasing the fares from 0,20 to 2 gryvnyas Dnepropetrovsk Metro lost some of its passengers. To make matters worse, bad connections of the metro system with other transport modes and the competition with surface public transport operators have resulted in the loss of passengers.
Since the beginning of its operation Dnepropetrovsk Metro has cut its operational costs: power consumption - by 45%, heating energy - by more than twice, water - by 30%.
This has been possible thanks to a number of cost saving measures, such as equipping tunnels with light switches that turn on only when there is staff in the tunnels, the introduction of energy saving lamps, the change in driving modes and metro operating hours.
The installation of water and energy consumption control devices and the introduction of autonomous electric heating systems and hot air curtains at stations has helped to further cut the costs.
The use of new technologies and the cut in staff numbers by 420 workers has decreased the metro’s operational costs too.
We believe that these are temporary difficulties. We continue working hard to provide good quality passenger services.
Dnepropetrovk Metro was among the first to join the International Metro Association. The Association has been an excellent platform for the exchange of experience and metro specialists training for 20 years.
| Key Performance Indicators, 2012 | |
| Total operational length (two tracks), km | 7,09 |
| Number of lines | 1 |
| Number of stations | 6 |
| including number of stations with one exit | 5 |
| Metro system density (sq.km per city km.) | 0,0194 |
| Number of pairs of trains per hour | 10 |
| Minimum headway, sec | 330 |
| Fulfilment of train schedule, % | |
| Inventory rolling stock, cars | 45 |
| Rolling stock in operation, cars | 40 |
| Total car/km, mio. | 1,398 |
| Number of depots | 1 |
| Average operational train speed, km/h. | 40 |
| Average train speed, km/h. | 37,0 |
| Power consumption, mio. kWh | 10,476 |
| including power for train traction, mio. kWh | 2,627 |
| Specific energy consumption for traction, Wh per t/km | 52,6 |
| Number of substations | 12 |
| Length of power cable systems, km | 305 |
| Number of escalators in operation | 16 |
| Number of stations with escalators | 5 |
| Length of lines equipped with speed control systems, km., including: | 9,75 |
| as a main signaling system, km. | 9,75 |
| with seamless track circuit, km. | 8,9 |
| Number of switches | 60 |
| Number of ventilation shafts in operation | 13 |
| Number of ventilators in operation | 25 |
| Number of water drainage installations | 39 |
| Operational length of tunnels, km. | 21,3 |
| Staff responsible for operations, pers. | 638 |
| Total ridership, mio. pax. | 8,128 |
| Average daily ridership, mio. pax. | 0,022 |
| Cost of transportation of 1 passenger, rub. | 21,92 |
| Modal share, % | 4,0 |
Contact
Metro management:
Head of Dnepropetrovsk Metro
Viktor Sitonin, tel.: + 380 562 42 37 68, fax: + 380 562 778 65 33
First Deputy Head of Dnepropetrovsk Metro
Mikhail Lyudogovsky, tel.: + 380 562 778 65 31
Website: http://metro.dp.ua