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|3 Arbatsko-Pokrovskaya Line|
The geographical route of the Arbatsko-Pokrovskaya line
|Termini||Pyatnitskoye Shosse (west)
|Opening||13 March 1938|
|Line length||45.1 kilometres (28.0 mi)|
|Track gauge||1,520 mm (4 ft 11 27⁄32 in)|
The Arbatsko–Pokrovskaya Line (Russian: Арба́тско-Покро́вская ли́ния, IPA: [ɐrˈbat͡skə-pɐˈkrofskɐjə ˈlʲinʲijə]) (Line 3) is one of the lines of the Moscow Metro. Chronologically the second to open, it connects the district of Mitino and the town of Krasnogorsk to the northwest of Moscow with the eastern suburbs of the Russian capital passing through the city centre. There are 22 stations on the line, which is 45.1 kilometres (28.0 mi) long, making it the longest line of the system.
The history of this west–east line is one of the more complicated of the Moscow Metro, and is partly due to the politics, namely constant changes of priorities. In 1935, when the first stage opened, a branch of the existing line ran from Okhotny Ryad to the Smolenskaya Square on the Garden Ring. The branch was extended to the Kiyevsky Rail Terminal in 1937.
In 1938 the branch was split into a separate line, and a 3.2 kilometres (2.0 mi) stretch connecting Alexander Garden and the Kursky Rail Terminal opened. Despite the outbreak of World War II the construction of the metro continued, and in 1944 three stations of the Pokrovsky radius were completed.
The eastern part of the line was extended three times, one extension being to the Pervomayskaya temporary station inside a newly opened depot. It was replaced in 1961 by the Izmaylovsky Park, Izmaylovskaya and the Pervomayskaya stations. These three stations demonstrated a change of design priorities straying away from Stalinist architecture to the new minimalism centipede designs supported under Nikita Khrushchev's leadership. The line reached its present eastern terminus in 1963 with an extension to Shcholkovskaya.
The western end of the line has a much more complex history. Though first stations of the west end were built below the surface, given their importance in the centre of Moscow and the threat of a Nuclear War it was considered that these existing stations would be useless as bomb shelters. So, to solve this problem, it was decided to build parallel deep level sections for each station and close the older stations. The new deeper section of the line was opened in 1953.
The line was planned to be extended west to the District of Fili, but yet another policy change led to that extension not being built. Nikita Khrushchev was impressed by a large network of surface-level stations during his visit to the United States. Because of that he promoted the idea of building the Filoyvsky Radius on the surface rather than underground . The Filyovskaya Line consisting of four stations opened in 1958.
The Filyovskaya Line turned out to be a poor experiment and in 2003, more than 50 years after the western terminus opening, the Park Pobedy station was opened. It took 15 years to construct the deepest station of the Metro (though most of the time its construction was on hold due to the shortage of funding in the late 1990s). In 2008 the western part of the line was extended further to the district of Strogino annexing some of the Filyovskaya Line stations and extending the existing line by approximately 16 kilometres (9.9 mi). At the end of 2009, the Arbatsko-Pokrovskaya Line became the first line of the system to cross the borders of Moscow providing a rapid transit service to the city of Krasnogorsk.
|Kiyevskaya – Aleksandrovsky Sad detached from Sokolnicheskaya Line||March 13, 1938||4 km|
|Aleksandrovsky Sad – Kurskaya||March 13, 1938||4 km|
|Kurskaya – Partizanskaya||January 18, 1944||7.1 km|
|Elektrozavodskaya||May 15, 1944||N/A|
|Ploshchad Revolyutsii – Kiyevskaya||April 5, 1953||3.9 - 4 km*|
|Partizanskaya – Pervomayskaya (old)||September 24, 1954||1.5 km|
|Partizanskaya – Pervomayskaya (new)||October 21, 1961||3.8 - 1.5 km**|
|Pervomayskaya – Shchyolkovskaya||July 22, 1963||1.6 km|
|Kiyevskaya – Park Pobedy||May 6, 2003||3.2 km|
|Park Pobedy – Kuntsevskaya||January 7, 2008||4.9 km|
|Kuntsevskaya – Krylatskoye detached from Filyovskaya Line||January 7, 2008||4.3 km|
|Krylatskoye – Strogino||January 7, 2008||6.6 km|
|Slavyansky Bulvar||September 7, 2008||N/A|
|Strogino – Mitino||December 26, 2009||6.6 km|
|Mitino – Pyatnitskoye Shosse||December 28, 2012||1.5 km|
|Total||22 stations||45.1 km|
**Upon the 1961 extension, temporary station Pervomayskaya was closed, along with a segment of track.
|Partizanskaya||Izmaylovsky Park Kultury i Otdykha imeni Stalina||1944–1946|
|2||Zamoskvoretskaya Line||Ploshchad Revolyutsii|
|4||Filyovskaya Line||Arbatskaya, Kiyevskaya, Kuntsevskaya (cross-platform interchange)|
|5||Koltsevaya Line||Kurskaya, Kiyevskaya|
|8||Kalininskaya Line (west)||Park Pobedy (cross-platform interchange)|
The line is served by the Izmailovo depot (#3) and it presently has 43 seven carriage trains assigned to it. Historically none of the trains that used on the line have been new rolling stock. Rather most of its rolling stock has consisted of older train models that were no longer being used on other lines when those lines upgraded their rolling stock to newer ones. Thus all trains that are retired from this line are sent to the scrapyard. For example, the Am and Bm types in 1975 and the D type in 1995 and currently the E type. Currently the line is being served by 81-74x series 5-car train sets with .1 and .4 modifications.
Recent events and plans
In 1953, after the closure of the shallow stations between Ploshchad Revolyutsii and Kievskaya and their replacement with the present deep ones, more westward extensions were planned to begin. However, Nikita Khrushchev's inspiration after visiting the New York City Subway prompted all works to be cancelled and the shallow stations to be reopened with a westward surface track creating the Filyovskaya Line. Although the construction of surface stations reached the western districts of Moscow by the mid-1960s, the Russian winter climate took its toll on the operation and management of the Filyovskaya Line.
In addition to that, the northwestern districts of Moscow, including the Strogino and Mitino housing estates, which were built in the 1970s and 1980s remain isolated. All of the bus and tram routes in that area led to the Shchukinskaya and Tushinskaya stations of the Tagansko-Krasnopresnenskaya Line, which made the latter line one of the busiest in the system.
By the mid-1980s it was clear that a complex reconstruction was needed to solve the transport problems in Western Moscow. Three separate developments were to start. Because the Arbatsko–Pokrovskaya Line had relatively low passenger traffic, it was decided to have it take up the main share of the transit load. For the first part the line would follow the Kutuzovsky Avenue with three stations. Then, the line would incorporate the western terminal stations of the Filyovskaya Line, and continue to Strogino and Mitino. Work began in the late 1980s, with the opening of the first station (a future cross-platform transfer to the Solntsevsko-Mytishchenskaya line) planned for the early 1990s and the remaining part of the bypass by the turn of the decade. However, the first station in the bypass was not opened until 2003 (Park Pobedy) and of the remaining two stations planned: Minskaya and Slavyansky Bulvar, only the latter one was opened in September 2008.
After a long debate on how to accommodate the junction at Kuntsevskaya, under pressure from the local residents, a cross-platform transfer will be set up in the reconstructed surface station, and the remaining Filovskaya stations, Molodyozhnaya and Krylatskoe, will be added to the Arbatsko–Pokrovskaya Line.
In 1989 the first part of the plan was completed with the extension to Krylatskoye. Then in 2003 the deepest station in the Metro, Park Pobedy was opened as the first part of the southern bypass. In 2008 the stations Slavyansky Bulvar and a redesigned Kuntsevskaya opened and the Filyovskaya Line's underground stations Molodyozhnaya and Krylatskoye were annexed by the Arbatsko–Pokrovskaya Line, nearly doubling its present length as well as the passenger load. At the same time, the two station extension to Strogino was completed, which included a combined vehicle and Metro tunnel under an ecological reserve - Serebryany Bor (Silver Pinewood).
From there the line continues to Strogino with one interim station Troitse-Lykovo expected to open around 2015. The station at Strogino and the following section actually would eventually end up at the Stroginsky radius of the Kalininskaya Line when the central segment is completed (not expected to take place before late 2010s or early 2020s). Both Strogino and Mitino, therefore, will be served by the Arbatsko–Pokrovskaya Line until then.
Some of the stations in the eastern section of the line are very old and many were built during the 1940s, and their age shows clearly in their appearance as well as their operational technology such as escalators. In May 2005 the Semyonovskaya station was closed for a year to replace its escalators and also to completely renovate and upgrade its vestibule. Elektrozavodskaya was closed in May 2007 and re-opened in late November 2008. The next station to be refurbished on the Pokrovsky radius is also the busiest. Baumanskaya was planned for closure to allow for the replacement of escalators in spring 2009, but it is not yet clear when exactly the closure will happen. Second entrances were also planned for the majority of the stations, but these plans have been cancelled.
In addition to the renovation works, new stations were planned for the line. In 1938, on the first stage of the line between Kurskaya and Ploshchad Revolyutsii, reservations for two future stations were built. Named Pokrovka and Maroseika, these two stations were planned to be opened at a later date. The latter station in particular would have been very important as it would have facilitated a direct transfer to the Kitay-Gorod station complex from the Kaluzhsko-Rizhskaya and Tagansko-Krasnopresnenskaya lines. Construction of these stations is not yet planned to occur, although when the Strogino extension opens, the rise in passenger traffic on the line is likely to increase demand for the stations to be built.
In the very east another extension is proposed to Golyanovo. The Schelkovskaya station recently received a very major restoration with the old ceramic tiles replaced with modern aluminium panels.
- "Пассажиропотоки 2009 год". Moskovsky Metropoliten (in Russian). ОЛИМП. 2010. Retrieved 10 July 2010.
- Winchester, Clarence, ed. (1936), "Moscow's underground", Railway Wonders of the World, pp. 894–899 illustrated contemporary description of the Moscow underground
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