Park Pobedy (Moscow Metro)
Park Pobedy is a station of the Moscow Metro in the city's Dorogomilovo District. It is on two lines: the Arbatsko -- the Kalininsko -- Solntsevskaya line. At 84 metres underground, according to the official figures, it is the deepest metro station in Moscow and one of the deepest in the world; the Arbatsko–Pokrovskaya line serves the station with trains running from Pyatnitskoye Shosse in the northwest via Park Pobedy and central Moscow to Shchyolkovskaya in the northeast of the city. Until 16 March 2017, the Kalininsko–Solntsevskaya line's western section has only two stations, Park Pobedy and Delovoy Tsentr. An extension to the south, opened on that day, connected Park Pobedy first with Ramenki via two other stations, it is planned to be extended to Rasskazovka, near Vnukovo International Airport. Park Pobedy allows cross-platform interchange between the two lines across the station's two island platforms. Construction began in 1986; the initial plans envisaged connections from the Arbatsko–Pokrovskaya line to the future Mitino–Butovskaya and the Solntsevo–Mytischinskaya Chordal lines.
The former was accommodated in the station's design, with two additional tracks included parallel to those of the Arbatsko–Pokrovskaya line. However, the 1990s financial crises ended the Chordal projects; the second set of tracks saw their first use on 31 January 2014 as part of the Kalininsko–Solntsevskaya line's partial service to Delovoy Tsentr. This is the only Moscow metro station where all passengers board and alight trains in different locations. A further complication was that only the southern, or inbound, platform had an entrance vestibule, so passengers arriving at the northern, or outbound, platform had to change platforms to leave the station. This, changed in March 2017, when the southern platform was connected directly to the entrance by a new escalator tunnel; the main reason for this was the opening of new section of Kalininsko-Solntsevskaya line, which now terminates at Ramenki instead of Park Pobedy. At 84 metres underground, Park Pobedy is the deepest station in Moscow and the fourth-deepest in the world by mean depth, after Kiev Metro's Arsenalna, Chongqing Rail Transit's Hongtudi station and Saint Petersburg Metro's Admiralteyskaya, is the deepest station by maximum depth, 97 metres.
It contains the longest escalators in Europe, each one is 126 metres long and has 740 steps. The escalator ride to the surface takes three minutes; the two platforms, the work of architects Nataliya Shurygina and Nikolay Shumakov, are of identical design but have opposite colour schemes. The pylons of the outbound platform are faced with red marble on the transverse faces and pale grey marble on the longitudinal faces; the inbound platform is exact the reverse. The station is adorned with two large mosiacs by Zurab Tsereteli depicting the 1812 French Invasion of Russia and World War II; the station has a unique structural design. Instead of traditional cast iron tunnel lining Park Pobedy lining included steel blocks filled with concrete, it reduced amount of structural metal and consequentially overall cost of construction. Metro.ru — Park Pobedy station KartaMetro.info — Station location and exits on Moscow map Park Pobedy: 165th station of the Moscow Metro
The Filyovskaya line, or Line 4, is a line of the Moscow Metro. Chronologically the sixth to open, it connects the major western districts of Dorogomilovo and Fili along with the Moscow-City with the city centre. At present it is 14.9 kilometres long. The history of the Filyovskaya line is one of the most complicated in Moscow Metro, due to the eastern radius falling victim of changing policies; the earliest stations are the oldest, dating to 1935 and 1937 when they opened as part of the First stage and operated as a branch from what became the Sokolnicheskaya line. In 1938 the branch service was liquidated, the Arbatsko–Pokrovskaya line was created by trains now terminating at Kurskaya. However, during the Second World War, the station Arbatskaya suffered damage when a German bomb pierced its ceiling, as all of the 1930s stations were built subsurface; the threat of the Cold War becoming real meant that these early stations were not suited to double as bomb shelters, instead, a deep parallel section was built.
This would have meant the end of the Filyovskaya line, had Nikita Khrushchev as part of his visit to New York City not been inspired by seeing elevated and surface lines. Upon his return, coinciding with his pursuit to save costs on architecture and construction, he forced to abandon the planned deep-level extension to Fili and instead build a surface line that would see the old stations re-opened. In 1958 the Arbatsko -- Filyovskaya line was inaugurated; the line continued to extend westwards reaching Fili in 1959, along with its separate depot, the Fili Park in 1961 and the housing massif of Kuntsevo in 1965. A further extension was built to a newer massif in Krylatskoye in 1989. All of the stations, save Molodyozhnaya and Krylatskoye, were built surface, the original late 1950s trio was built to an identical side-platform configuration, while the remaining four to a more standards island platform. Despite the success in saving costs, the Russian climate the winter, the sharp bends, the small station size made the line one of the most unpopular with passengers.
By the 21st century, Filyovskaya line's fate would change radically. First the rising Moscow City business centre required a metro line, a two-station branch was opened from Kievskaya in 2005 to Delovoy Tsentr and again in 2006 to Mezhdunarodnaya. In early 2008, with the realization of the Strogino–Mitino extension the Filyovskaya line's underground end was taken up by the same Arbatsko–Pokrovskaya line, its terminus was a redesigned platform at Kuntsevskaya. * Service branch of 0.9 km was used to connect Aleksandrovsky Sad and Ploshchad Revolyutsii. ** Segment exists as branch on route Aleksandrovskiy Sad - Kiyevskaya - Mezhdunarodnaya. *** On 2 January 2008 the Filyovskaya line was shortened to its terminus at Kuntsevskaya, whilst the stations Molodyozhnaya and Krylatskoye were passed on to the Arbatsko–Pokrovskaya line The line is served by the Fili depot and the whole fleet is undergoing replacement. The oldest E type trains in Moscow were retired in 2009. Six carriage fleet of 24 trains will was passed on to other depots and replaced by the new 81-740.1/741.1 "Rusich" which are more suited for the outdoor climate that the line has.
There are five old 81-717/714 trains from Koltsevaya and Kalininskaya lines. They are running on the "Aleksandrovsky sad" - "Mezhdunarodnaya" line, but some trains are running on the main line to "Kuntsevskaya". In the summer of 2018, the operation of new 81-765.2/766.2/767.2 "Moskva" trains began. By December 2018 the line was operating 81-765.2/766.2/767.2s. After the line lost its terminus, its passenger flow dropped making it more local. Presently work is planned to upgrade the surface stations, to finish replacement of the rolling stock; the branch service having 15 minute intervals now has 7.5 min which makes 1:2 ratio of trains traveling from Aleksandrovsky Sad. Filyovskaya line photos and info on the Robert Schwandl's UrbanRail site Filyovskaya line gallery on the Urban Electric Transit
Savyolovskaya (Bolshaya Koltsevaya line)
Savyolovskaya is a station on the Bolshaya Koltsevaya line and the Solntsevskaya branch of the Kalininsko–Solntsevskaya line of the Moscow Metro. It opened on 30 December 2018; until Sheremetyevskaya opens in 2022, this station will serve as the terminus of both lines. During planning and construction, this station was named "Nizhnyaya Maslovka" for the street on which it is located. Before opening, the metro changed the name to be consistent with the other connected stations. Construction on the station began in 2012; the city expected the station to be ready by 2016. This got pushed to 2017 and the beginning of 2019; because of the time and difficulty of building such deep stations, the Head of Construction for Moscow Marat Khusnullin said that this would be the last deep station built in Moscow. It is in the near Nizhnyaya Maslovka and Butyrsky Val streets in the Maryina roshcha District of Moscow near the Moscow Savyolovsky railway station. There is a free interchange to Savyolovskaya station on the Serpukhovsko-Timiryazevskaya line, which provides access to central Moscow.
It serves the nearby Savyolovsky railway station. Passengers are able to access the station through two underground lobbies; the walls of the station are not covered in panels or concrete, they are covered in glass such that passengers can see the structure of the tunnels.<ref>"Десять секунд до старта: финальные штрихи перед открытием". Rossiyskaya Gazeta. 2018-12-21.<ref> Otherwise, the platforms and vestibules have marble and granite floors and walls
Shelepikha (Bolshaya Koltsevaya line)
Shelepikha is a station on the Bolshaya Koltsevaya and Kalininsko–Solntsevskaya lines of the Moscow Metro. It opened on 26 February 2018 as one of five initial stations on the new line. Shelepikha is not part of the Bolshaya Koltsevaya line's circular path, but is on a spur that runs to Delovoy Tsentr. A future line, the Rublyovo-Arkhangelskaya Line, which the city plans to develop after 2020, will incorporate this station. Shelepikha is in the Presnensky District of Moscow’s Central Administrative Okrug, it is about 1.5 kilometers north of the Moscow International Business Center. There are entrances on Shmitovsky Proyezd; the station takes its name from the former settlement of Shelepikha, absorbed into Moscow in the early 1900s and Shelepikhinskoye Shosse. The station is part of a transit hub that allows access to Shelepikha station on the Moscow Central Circle; the hub will include bus routes as well as access to Testovskaya, a station on the Moscow Railway
An island platform is a station layout arrangement where a single platform is positioned between two tracks within a railway station, tram stop or transitway interchange. Island platforms are popular on twin-track routes due to cost-effective reasons, they are useful within larger stations where local and express services for the same direction of travel can be provided from opposite sides of the same platform thereby simplifying transfers between the two tracks. An alternative arrangement is to position side platforms on either side of the tracks; the historical use of island platforms depends upon the location. In the United Kingdom the use of island platforms is common when the railway line is in a cutting or raised on an embankment, as this makes it easier to provide access to the platform without walking across the tracks. Island platforms are necessary for any station with many through platforms. Building small two-track stations with a single island platform instead of two side platforms does have advantages.
Island platforms allow facilities such as shops and waiting rooms to be shared between both tracks rather than being duplicated or present only on one side. An island platform makes it easier for wheelchair users and other people with physical limitations to change services between tracks or access facilities. If the tracks are above or below the entrance level, an island platform layout requires only one staircase and one elevator be built to access the platforms. Building the tracks and entrance at the same level creates a disadvantage. If an island platform is not wide enough to cope with passenger numbers, overcrowding can be a problem. Examples of stations where a narrow island platform has caused safety issues include Clapham Common and Angel on the London Underground. An island platform requires the tracks to diverge around the center platform, extra width is required along the right-of-way on each approach to the station on high-speed lines. Track centers vary for rail systems throughout the world but are 3 to 5 meters.
If the island platform is 6 meters wide, the tracks must slew out by the same distance. While this requirement is not a problem on a new line under construction, it makes building a new station on an existing line impossible without altering the tracks. A single island platform makes it quite difficult to have through tracks, which are between the local tracks. A common configuration in busy locations on high speed lines is a pair of island platforms, with slower trains diverging from the main line so that the main line tracks remain straight. High-speed trains can therefore pass straight through the station, while slow trains pass around the platforms; this arrangement allows the station to serve as a point where slow trains can be passed by faster trains. A variation at some stations is to have the slow and fast pairs of tracks each served by island platforms A rarer layout, present at Mets-Willets Point on the IRT Flushing Line, 34th Street – Penn Station on the IRT Seventh Avenue Line and 34th Street – Penn Station on the IND Eighth Avenue Line of the New York City Subway, uses two side platforms for local services with an island in between for express services.
The purpose of this atypical design was to reduce unnecessary passenger congestion at a station with a high volume of passengers. Since the IRT Seventh Avenue Line and IND Eighth Avenue Line have adjacent express stations at 42nd Street, passengers can make their transfers from local to express trains there, leaving more space available for passengers utilizing intercity rail at Pennsylvania Station; the Willets Point Boulevard station was renovated to accommodate the high volume of passengers coming to the 1939 World's Fair. Many of the stations on the Great Central Railway were constructed in this form; this was. If this happened, the lines would need to be compatible with continental loading gauge, this would mean it would be easy to change the line to a larger gauge, by moving the track away from the platform to allow the wider bodied continental rolling stock to pass while leaving the platform area untouched. Island platforms are a normal sight on Indian railway stations. All railway stations in India consist of island platforms.
In Toronto, 29 subway stations use island platforms. In Sydney, on the Eastern Suburbs Railway and the Epping Chatswood Railway, the twin tunnels are spaced and the tracks can remain at a constant track centres while still leaving room for the island platforms. A slight disadvantage is. In Edmonton, all 18 LRT stations on the Capital Line and Metro Line use island platforms; the Valley Line under construction, utilizes the new low-floor LRT technology, but will only use island platforms on one of the twelve stops along the line. In southern New Jersey and Philadelphia, PATCO uses island platforms in all of its 13 s
Vystavochnaya is a station on the Filyovskaya Line of the Moscow Metro. It was opened on 10 September 2005, was called Delovoy Tsentr before 1 June 2009; the high-tech design, the work of architects Aleksandr Vigdorov, Leonid Borzenkov, Olga Farstova, is a radical departure from previous Metro stations. The station is built with the platform on the lower level; the upper level consists of two walkways. One walkway, the larger one, is enclosed in glass and sweeps from one side of the station to the other and back in a large arc; the other walkway is open and straight, running directly above the inbound track. The D-shaped area between the two walkways extends to the full height of the station; the two rows of pillars are clad in stainless steel. The walls are faced with white plastic panels and brown marble, Alucobond was used for the ceiling; the entrance to the station is built into the lower level of Moscow International Business Center, near the north bank of the Moskva River serving access to Moscow Expocenter.
Passengers at Vystavochnaya are able to transfer to Delovoy Tsentr of the Kalininsko–Solntsevskaya line. A third station, that will allow transfers to the Bolshaya Koltsevaya line
Kakhovskaya (Moscow Metro)
Kakhovskaya is a temporarily closed station of the Moscow Metro's Kakhovskaya line. It was opened on 11 August 1969 as the southern terminus of the Zamoskvoretskaya line, from 1983 until 1995 was the terminus of the Kahovskaya branch of this line. Since the detachment of the present Kakhovskaya line in 1995, the station has been its western terminus; the station was designed by architects Nikolay Yuliya Kolesnikova. The station's design is that of a standard 1960s Moscow pillar-trispan "sorokonozhka". With two rows of 40 concrete octagonal pillars faced with brown marble; the floor is laid with labradorite, as well as asphalt on the platform edge. The station's walls are covered with white ceramic tiles with a pink socle near the tracks. In addition to that the station features a set of metallic plates depicting various episodes from the Russian Civil War; the station is located on the Kakhovka Square, where several roads meet up including the Azovskaya Street, Chongarsky Boulevard and the Kakhovka Street.
The station's eastern vestibule is located underneath it, with subways exiting to the square, whilst the western vestibule is located under the Chongarsky Boulevard. In 1983, the station Sevastopolskaya of the Serpukhovsko-Timiryazevskaya Line was constructed; this necessitated an arrangement for a transfer provision. Two staircases were opened up descending to the lower station, located perpendicular to Kakhovskaya. Behind the station is a set of reversal sidings that are used for train reversal and nighttime stands. In March 2019, this station has been temporarily closed for the construction of the second phase of The new ring line, Bolshaya Koltsevaya line, which will include the Kakhovskaya line. In the Bolshaya Koltsevaya line, the Kakhovskaya station will be connected to the existing Kaluzhskaya of the Kaluzhsko-Rizhskaya line, with a new station, Zyuzino, in between. During its expected 2-year-closure, trains of Kakhovskaya line still operate between Varshavskaya and Kashirskaya, its remaining two stations