Arbatsko-Pokrovskaya line

Apparently, the date of the appearance of the line should be considered March 13, 1938 , when the new section “ Revolution Square ” - “ Kurskaya ” was connected to the first line section “Comintern Street” (now “ Alexander Garden ”) - “ Kievskaya ”. The opening of the site simultaneously with the abolition of forklift movement along the line now known as Sokolnicheskaya occurred earlier than the opening of the Gorky-Zamoskvoretskaya line , but subsequently the official numbering of the lines turned out to be the reverse (Arbatsko-Pokrovskaya became the third, and the Gorky-Zamoskvoretskaya was the second), which probably , due to the presence of the Gorky-Zamoskvoretskaya depot line ( PM-2 ). In order to speed up the construction, the planned stations Ilyinsky Gate and Pokrovsky Gate were not built, only the groundwork was left for them (straight sections of tunnels at a distance of the platform width from each other).

The line was extended east in 1944 to Izmailovsky station (now Partizanskaya ) ^[3] . Also, to save and speed up the construction of this line, the lines planned for the station “ Gorokhovskaya Street ”, “ Bauman Square ”, “ Bakuninskaya Street ” and “ Mironovskaya Street ” were completely excluded without reserve.

In 1941 , after the bomb hit the tunnel of the small Arbatskaya - Smolenskaya basement, the insecurity of this section of the metro became apparent. It was decided to replace this site with a new, deep one. Therefore, in 1953 , a new section of the Arbatsko-Pokrovskaya line “ Square of Revolution ” - “ Kievskaya ” was built, completely duplicating the old one, while the small “Kalininskaya” section of the shallow foundation (the station named “Ulitsa Kominterna” was called from 1946 , since 1990 “ Aleksandrovsky garden ”) -“ Kievskaya ”was closed and reopened only in 1958 as part of the Filevskaya line . As a result, there are two independent Arbat and Smolensk each in Moscow. However, in the distant future, Smolenskie can be combined into a transfer hub together with the designed Plyushchikha station of the Kalininsko-Solntsevskaya line ^[4] .

According to the official version, the need for construction was due to a large difference in depth between the stations Ploshchad Revolutsii and Kominterna Ulitsa, although similar drops were already at that time in the Moscow metro; but there are versions that the “Kievskaya” tunnel was continued to Stalin’s Kuntsevo dacha and the line itself thus became an underground government route. The version of the strategic nature of the line is indirectly confirmed by the hall of the Arbatskaya station, which, being located in the block occupied by the General Staff , if necessary, turned into a huge bunker connected to several underground metro lines ^[5] .

After the construction of the Izmailovo depot in 1950 , it became possible to extend the line to the east due to the construction of the Pervomayskaya ground station in the depot, which was done in 1954 .

The temporary station was closed and re-equipped as depot premises after the construction of the Izmailovskaya (now Partizanskaya ) - Pervomayskaya section in 1961 .

In 1963 , the line was extended to the station " Schelkovskaya ", which remains the end to the present ^[6] .

On May 6, 2003 , the construction of the Park Pobedy station was completed, extending the line in a westerly direction after a 50-year stay at the Kievskaya station.

On January 7, 2008 , the Victory Park “ Kuntsevskaya ” section was opened (the intermediate station “ Slavyansky Boulevard ” opened 8 months later) and the “ Krylatskoye ” - “ Strogino ” section with a backlog for the Trinity-Lykovo station. At the same time, the site of the Filevskaya line " Kuntsevskaya " - " Krylatskoe " passed to the Arbat-Pokrovsk line ^[7] .

On December 26, 2009 , the Strogino - Mitino site opened with intermediate stations: Myakinino and Volokolamskaya , as well as the metro bridge across the Moscow River. Myakinino became the first station located in the Moscow Region. December 28, 2012 opened the station " Pyatnitskoe Highway ."

In recent years, the replacement of the oldest, expired escalators has begun. Substitutions were conducted at the Kurskaya ( 1997–2000 ) and “ Revolution Square ” stations ( 2002–2004 , 2008–2010 ). The replacement of escalators at the only exit of the Semenovskaya station, which demanded the closure of the station ( 2005–2006 ) ^[8] , was completed, the vestibule and escalators of the Arbatskaya station were reopened after repairs ( 2006–2007 ) ^[9] . The replacement of escalators of the only exit at the Elektrozavodskaya station has also been completed. Work began in May 2007 and was completed on November 28, 2008. ^[10] The deadlines for the completion of work were significantly shifted compared to the initial (May 2008) due to the breakdown by the company ELES of the supply of escalators. During the repair (as in the case of Semenovskaya ), the trains passed the station without stopping, the “M” bus route was launched on the surface, connecting the neighboring stations, the passage in which had to be paid (at the rate of ground transportation). On February 8, 2015 , the Baumanskaya station was closed to replace escalators. On December 24, 2015 , the station was reopened, but with an increased capacity: all escalators were replaced, the number was increased from three to four, and the number of turnstile lines doubled ^[11] .

Rename history

An explosion on the stretch between the Izmailovskaya and Pervomayskaya stations on January 8, 1977

The first terrorist attack in the history of the Moscow Metro occurred on January 8, 1977 . Then in Moscow almost simultaneously three explosions were carried out. At 17:33 Moscow time on the subway train between the stations " Izmailovskaya " and " Pervomayskaya " an explosion thundered, as a result of which seven people died and thirty-seven more were injured of varying degrees of severity. The damaged train was towed to the nearby Pervomayskaya station, which was closed to passengers, and the trains did not stop there. Some time later two more explosions occurred in Moscow: one in a grocery store on Dzerzhinsky Street , the second on October 25 Street .

Information about the attacks appeared two days later and was relatively stingy, it led to a lot of rumors and speculation. A few months later, Zatikyan (organizer of the explosion), Stepanyan and Baghdasaryan (direct perpetrators) were arrested on charges of organizing explosions. Their trial was secret; even the closest relatives of the accused were not informed about its date and place (who were summoned to Moscow and reported on the verdict already passed - the shooting). No details were published in the official report after the trial (the place and time of the trial, the names of two of the three defendants). Zatikyan denied his guilt. Stepanyan partially admitted his guilt, but denied Zatikyan's participation. Baghdasaryan admitted everything. According to some Soviet human rights activists, holding a court in secret mode and unprecedented for the 1970s haste to carry out the death penalty (3 days after the court decision) is associated with the complete falsification of the case by the KGB . As of August 2007, the materials of the criminal case about the explosion in the metro in 1977 remain secret ^{[12] [13] [14] [15]} .

Smoke between Elektrozavodskaya and Semyonovskaya stations on March 27, 2010

On March 27, 2010 , on the Arbatsko-Pokrovskaya line of the subway, the main train carriage began to smoke in the morning. Passengers of the two trains spent forty minutes in sections in the tunnel between the stations "Semenovskaya" and "Elektrozavodskaya". About six hundred passengers were evacuated. Passengers began to be taken out of the train through the end doors of the cars to the first car, and then along the tracks to the Semenovskaya station. After that, the voltage was switched on for a short time so that the two trains that were at that moment on the hauls with the passengers could reach the nearest station. The trains plied the sections “Schelkovskaya” - “Partizanskaya” and “Kurskaya” - “Mitino”. The full movement of trains on this branch was restored at half past eight ^[16] .

Fall of a tree between the Izmailovskaya and Pervomayskaya stations on June 4, 2010

June 4, 2010 at 20:27 Moscow time, as a result of a strong storm on an open route between the Izmailovskaya and Pervomayskaya stations, a tree fell on its way, as a result of which train traffic in this section was stopped for some time. As it was reported in the capital MOE , the trunk had to be cut to remove it from the tracks. Passengers were eventually released and started to take Mosgortrans buses. No harm done. At 21:47, the movement was restored ^[17] .

Collapse of the ceiling lining at the Pyatnitskoe Highway station on January 2, 2013

On January 2, 2013 , 5 days after the opening of the Pyatnitskoe Highway station in the cash zone of the northern lobby, part of the ceiling lining collapsed, there were no injuries or dead ^[18] .

Flooding of the tracks on the stretch between the Pervomayskaya and Izmaylovskaya stations on March 21, 2014

At 17:00 a message was received about flooding of the tracks on the route between the Pervomayskaya and Izmaylovskaya stations. Because of the state of emergency on Izmailovsky Prospekt, near house 75, when working on the main water pipeline, a hydraulic shock occurred, as a result of which the water pipe broke and the water flowed in the metro way. One of the trains at the entrance to the tunnel at the station "Pervomayskaya" suddenly stopped. Also stopped several trains coming after him, including the composition of the station "Guerrilla." Passengers were evacuated. People in the train at the entrance to the tunnel were sent along the tracks to the Izmailovskaya station, after which the voltage on the contact rail was also briefly switched on to let the other two trains pass. At this time, was organized by the movement of buses "M" to the nearest stations. Trains only went to the station "Partizanskaya". At 23:00 the traffic on this site was restored. During the incident, 1 person died - a welder who tried to eliminate a leak in the water supply ^[19] .

The accident on the Victory Park stretch - Slavyansky Boulevard July 15, 2014

July 15, 2014 at 8:39 am there was a derailment of the train that followed the Arbatsko-Pokrovskaya line between Park Pobedy and Slavyansky Boulevard stations. The accident occurred two hundred meters from the "Victory Park". According to the morning of July 16, the number of victims was 217 people. More than 100 of them are hospitalized. 23 people died. July 16 in Moscow was declared the day of mourning ^[20] . On the night of July 19, the movement of trains in the section from Kievskaya to Molodezhnaya was restored, mainly for the haul cut off from the main part of the train line back to the depot.

According to the preliminary version, the cause of the derailment is a malfunction of the switch that connects the 1st path of the Arbatsko-Pokrovskaya line with the service connecting branch to the 1st route of the Solntsevskaya line then under construction ^[21] . For unknown reasons, after the passage of the first carriage of the head car, the shooter worked, causing the second car to go off the rails. In trains 81-740 / 741 Rusich, cars consist of two sections connected by a junction. After the derailment, the second half of the head car hit the wall separating the tunnels and at a speed of 40-60 km / h stood across the tunnel, greatly deforming from its own inertia and under pressure from the following cars ^{[22] [23]} .

• Due to the inability to organize the turnover of all trains at the terminal station during peak hours (arrival at a dead end, changing the “head”, moving the switch and leaving take longer than the interval of movement, especially considering the intersection of the trajectories of trains at the entrance and exit), they organize so-called zoned train speed, that is, the train does not follow to the final station, but to the station, where there is track development and the ability to quickly organize train traffic. For these purposes, the Arbatsko-Pokrovskaya line uses the Partizanskaya station (for night sludge and entering the depot ) when moving towards Schelkovskaya , as well as the Strogino station (mainly during morning and evening rush hours) when moving towards " Pyatnitskogo highway ", less often used " Youth ", " Mitino " and " Kiev ".
• From March 16, 2017 to August 30, 2018, a direct route “ Partizanskaya ” - “ Ramenki ” was organized for traversing trains from PM- &&&&&&&&&&&&& 03. ".

Депо, обслуживавшие линию

Количество вагонов в составах

По данным 2010 года , на линии задействовано около 300 вагонов ^[24] .

Типы вагонов

С 9 августа 2010 года вагоны типа Ем и Еж были выведены из регулярной линейной пассажирской эксплуатации. Несколько составов из вагонов данного типа числились в резерве ещё до декабря 2010 года.

23 сентября 2015 года на Арбатско-Покровской линии началась эксплуатация вагонов модели 81-760/761 «Ока» . Составы поступили на линию в связи с подготовкой машинистов депо ТЧ- &&&&&&&&&&&&&&03.&&&&00 3 «Измайлово» к их последующей эксплуатации на Солнцевской линии , которую первоначально обслуживало данное депо. 30 августа 2018 года, после ввода в строй депо ТЧ- &&&&&&&&&&&&&018.&&&&00 18 «Солнцево» , эксплуатация вагонов «Ока» на Арбатско-Покровской линии была прекращена.

Именные поезда

• « Акварель ». Поезд-галерея с репродукциями картин был запущен на Арбатско-Покровской линии 1 июня 2007 года по инициативе Сергея Андрияки . Каждый из вагонов поезда оформлен в определённой цветовой гамме, стены снаружи вагонов оклеены цветной плёнкой с изображениями цветов, фруктов, рек, деревьев. По сравнению с обычными вагонами типа 81-740.1/741.1 «Русич» , с тыльной стороны поезд не имеет сидений и окон, на их месте находятся картины.

• Самая глубокая станция в Московском метрополитене — « Парк Победы » (73,6 ^[25] м).
• Самый длинный перегон в Московском метрополитене — « Крылатское » — « Строгино », расстояние более 6.62 км ^[26] .
• Самый длинный перегон внутри Кольцевой линии — « Курская » — « Площадь Революции », расстояние более 2,2 км.
• На станции « Бауманская » установлен абсолютный рекорд продолжительности эксплуатации эскалаторов в истории Московского метро (с 18.01.1944 по 7.02.2015).
• Арбатско-Покровская линия связана с Филёвской линией тремя пересадочными узлами: между станциями « Александровский сад » и « Арбатская » Арбатско-Покровской линии, между двумя «Киевскими» и двумя «Кунцевскими». Это связано с историческим развитием двух линий-дублёров. С этим же связан и тот факт, что на линиях существуют две пары станций с одинаковыми названиями («Арбатская» и «Смоленская»), между которыми отсутствуют переходы. Кроме того, Филёвская линия с обоих концов продолжается служебными ветвями (с востока — двухпутной, с запада — однопутной), соединяющими её с Арбатско-Покровской, и технически является «рукавом» последней.

Основное средство сигнализации — система АЛС-АРС с нормально погашенными светофорами автоматического действия. Напольное оборудование АЛС-АРС — АРС-Днепр 2/6, поездное оборудование — БАРС. Резервное средство сигнализации — двухзначная автоблокировка.

На протяжении последних 10-ти лет на линии велись работы по переходу на систему АЛС-АРС. В августе 2009 г. АЛС-АРС введена в эксплуатацию на участке « Киевская » — « Строгино », в декабре 2010 г. на участке « Киевская » — « Смоленская », в январе 2014 г. на участке « Смоленская » — « Электрозаводская », в январе 2019 г. на участке « Электрозаводская » — « Щёлковская ».

• Запланировано продление линии в восточном направлении от станции « Щёлковская » на один перегон до станции « Гольяново » ^[27] . В 2019 году должны завершиться предпроектные работы, саму станцию планируется построить к 2023 году ^[28] .
• На перегоне между станциями « Крылатское » и « Строгино » оставлен задел под станцию « Троице-Лыково », которую планировалось достроить, когда на этом месте появится жилой массив. В настоящий момент станция работает в качестве технической платформы, никаких актуальных планов по её достраиванию нет.
• За станцией « Строгино » были оставлены заделы под организацию кросс-платформенной пересадки на проектируемую Рублёво-Архангельскую линию .
• При строительстве линии на перегоне « Площадь Революции » — « Курская » проектом было предусмотрено сооружение станции « Хмельницкая » с организацией пересадки на станцию « Китай-город » Калужско-Рижской и Таганско-Краснопресненской линий. Данная станция присутствует в Генплане, но с учётом большой сложности и высокой стоимости строительства станции на действующем перегоне она вряд ли будет построена в обозримом будущем.

• Непостроенные станции Арбатско-Покровской линии
• Хордовые линии

• Арбатско-Покровская линия на официальном сайте Московского метрополитена
• Арбатско-Покровская линия на сайте metro.molot.ru
• Арбатско-Покровская линия в фотографиях на сайте metro-photo.ru
• Станции Арбатско-Покровской линии на www.metromost.com
• Схема развития Арбатско-Покровской линии на сайте mosmetro.ru
• Митинский участок Арбатско-Покровской линии во время строительства