Teatralna (Kiev Metro)
Teatralna is a station on the Sviatoshynsko-Brovarska Line of the Kiev Metro system. The station serves as a transfer point, via a pedestrian walkway connecting it to the Zoloti Vorota station on the Syretsko-Pecherska Line; the station was opened in 1987, between the Universytet and Khreshchatyk stations which were opened 27 years earlier. There is a proposal for a second entrance to the station; the station owes its name to the Kiev Opera Theatre located a few blocks away, Lesya Ukrainka National Academic Theater of Russian Drama, next to the metro entrance. Prior to 1992, the station was known as Leninska from its location on Leninska Street, in reference to Soviet leader Vladimir Lenin. In the original 1950s Kiev Metro development plans, the northwest-southeast Syretsko-Pecherska Line was not foreseen. Therefore, no space was left for a transfer station on the Sviatoshynsko-Brovarska line; when the former line was being planned during the 1970s, it was decided that a new station was to be built onto the existing track.
The original curved tunnels lacked any provision for a future platform and a new section had to be bored to create a straight section for the new station. Construction began when the work commenced on the Syretsko-Pecherska Line in the early 1980s. During the last six months of construction, the service on the line was disrupted, the Sviatoshynsko-Brovarska Line was split in two, with a replacement bus service operating free of charge between the two stations on either end, Universytet from the west, Khreshchatyk from the east, respectively. On November 7, 1987, the Teatralna station was opened to the public; the a portion of the old tunnel sections were used to build the enlarged vault of Zoloti Vorota, which opened in 1989. An underground walkway connects the rear end of Zoloti Vorota to the side of Tetralna, allowing passengers to change lines without leaving the metro; the Teatralna station's decor recalls its former name, that of commemorating Vladimir Lenin. As it was located between two earlier stations constructed in the Stalinist style, its architects T. Tselikovska, N. Aloshkin and A. Krushynsky took care not to create any sharp contrasts between the Teatralna station and those that were existing.
Rich red marble adorns thick pylons. They hold niches decorated with bronze sculptures showing the name and life years of Vladimir Lenin, leading up to a large bronze bas-relief at the end of the central hall; the walls are revetted with white marble and the floor is laid with grey granite. In the early 1990s all of the Lenin plaques and individual sculptures were removed from around Kiev, including from other Metro stations. Leninska station was renamed to Teatralna in 1992. However, the statue on the street and bas-relief in the station were retained, among just a handful of surviving Lenin monuments in Kiev. Keeping the Lenin monuments on the station cost the director of the metro company, Mykola Shavlovsky, his position. Kiev Mayor Leonid Chernovetsky criticized Shavlovsky for lack of order in the metro. "Everything is left. Socialism is still left in the metro-just take a ride-the citations of Vladimir Lenin are all around, but Lenin did not want such a metro as it is these days."On February 25, 2014, the Lenin bas-relief and quotes hanging up in the station's hall were covered from the public view by an order of the metro's administration.
This occurred not long. On November 7, 2014, a plywood 3D image of an opera theatre was installed at the end of the station hall, covering up the still existent Lenin bas-relief. Description on official site description and gallery Satellite shot centred on the vestibule Photo gallery
Sviatoshyn (Kiev Metro)
Sviatoshyn is a station on Kiev Metro's Sviatoshynsko-Brovarska Line. The station was opened on 5 November 1971, is named after Kiev's Sviatoshyn neighborhood, it was designed by H. V. Holovko, N. S. Kolomiiets, M. M. Syrkin; the station was known as Sviatoshyno. The station is shallow underground, along with the Beresteiska and the Nyvky stations, which are the first stations of the Kiev Metro system that are not lain deep underground; the station consists of a central hall with rows of circular columns near the platforms. On the tiled walls along the tracks is an "abstract" motif; the entrance to the station is connected with passenger tunnels on both ends of the station, passing under the Peremohy Prospekt. The western exit is connected to the Sviatoshyn Railway Station
The Kiev Metro is a rapid transit system, the mainstay of Kiev's public transport. It was the first rapid transit system in Ukraine and the third system in the Soviet Union, after Moscow and St. Petersburg, it has three lines with a total length of 52 stations. The system carries 1.331 million passengers daily, accounting for 46.7% of Kiev's public transport load. In 2016, the metro carried 484.56 million passengers. The deepest station in the world, Arsenalna, is found on the system; the first idea for an underground railway appeared in 1884. The project, given for analysis to the city council by the director of the Southwestern railways, Dmytro Andrievskiy, planned to create underground tunnels from Kyiv's railway station; the tunnel was expected to finish near Bessarabka. A new railway station was to be built there, while the old railway station was to be converted into a freight railway station; the project was long discussed, but turned down by the city council. The story of a rapid transit system in Kiev begins in September 1916 when businessmen of the Russo-American trading corporation attempted to collect funds to sponsor construction of a metro in Kiev, a pioneering city for Imperial Russian rapid transit, opening the first Russian tram system.
As a reason to construct it, the trading corporation wrote: The development has been going in fast pace, not only when talking about population growth, but as well while talking about the development of the trade and industry businesses. The specifics of Kiev, namely: the distance between the residential districts from the central business district, an insane price of the apartments in the centre and its neighbourhoods, the elongation and hilly position of the city, a predominantly commercial habit of its inhabitants - all those factors make the question of cheap and safe transportation arise; the Kiev city tram can't answer any of the issues. The tram's drawbacks are known, the reasons they appear is that, in the given conditions, the tram network development is not able to keep pace with the fast-growing city. An increase in rolling stock on the main lines may cause a slowdown in the street movement, while an increase of speed threatens the safety of people; the only way out of the situation is the transfer from on-ground trams to underground trams, starting from the main streets.
Despite the arguments, the project, was not accepted in the city council. After the downfall of the Tsarist government Hetman Skoropadsky was much interested in building the system somewhere near Zvirynets', where the government centre was planned to be built. Hetman argued: have an idea to construct trams, but not the ones now, - those overground, in tunnels that are called "metropoliten"; the soil of Zvirynets' and Kyiv as a whole, where the underground is to be built, is the best for the kind of construction. Under these circumstances, the underground may be better placed than in Paris. Kyiv is situated on the hills and ravines, the underground, appearing from the hill into the ravine again passing through the mountain, will transfer everyone and everything from Bessarabka to Demiivka, from Zvirynets' to Lukyanivka, from Naberezna or Prorizna to Zadniprovski Slobidky However, after the downfall of the Hetmanate in the autumn of 1918 and the change of the Ukrainian government towards the Directorate the project lost its support, and, in 1919–1920, Ukraine plunged into chaos of occupation by Communist Russia and the project was shelved for good.
Following the Bolsheviks' victory in the Russian Civil War, Kiev became only a provincial city, no large-scale proposals to improve the city were drawn. Everything changed in 1934. On July 9, 1936, the Presidium of the Kiev City Council assessed the diploma project by Papazov, an Armenian graduate of the Moscow University of Transport Engineering, called, "The Project of the Kiev Metro." The meeting minutes stated that, "the author resolved one of the problems of reconstruction of the city of Kiev and establishment of intra-city transportation and answered various practical questions pertaining to the Metro plan." The engineer Papazov received a bonus of 1,000 rubles for this project from the City of Kiev. Nobody knows, however. A few days before, on July 5, the Kiev's "Bil'shovyk" newspaper published an article which featured a project of an underground, prepared by the engineers from the Transport Devices Institute in the Ukraine's Soviet Socialist Republic's Academy of Sciences; the project promised to drill three lines of a subway ca. 50 km long.
Rumours started spreading. The city council denied it amid letters from the specialists in the drilling and mining sectors offering their services, at first. In 1938, the officials started preparatory work, which finished abruptly with the advent of war, in 1941. Kiev was destroyed during World War II, so a massive reconstruction process was ordered in the third largest city of the USSR; this time, the Metro was taken into account. Work continued after Kiev's liberation. On 5 August 1944 a resolution from the Soviet Union's Government was proclaimed; the resolution planned the underground construction, thus the government ordered the appropriate organisations to continue prepar
Kiev Light Rail
The Kiev Light Rail or Kiev Express Tram is a light rail rapid transit service that serves the Ukrainian capital Kiev. The system is grade-separated from the Kiev's regular tram system. There are two separate light rail lines distant from each other. Both lines have intermodal stations interconnected with the Kiev Metro, urban electric train, in addition to other modes of the city's public transport; the Pravoberezhna Line is the first tram line to be opened, is located on the city's right-bank. It was closed for reconstruction in 2008 and opened again on 16 October 2010; the line is separated from other street traffic by fence for most of its length. The Livoberezhna Line is the system's second light rail line, built in 1993-2000 to serve the Troieschyna neighborhood, it was closed after low passenger traffic in 2009, although it was rebuilt to connect with the urban electric train in 2010-2012 and re-opened on 25 October 2012. The line is entirely separated from other traffic with fence and bridges.
"Main Page". Kyivpastrans. Retrieved 15 April 2014. Forina, Anastasia. "A tram driver, in love with her job". Kyiv Post. Retrieved 15 April 2014. "Kyiv metro, city train and light rail map". Archived from the original on 14 January 2012. Retrieved 15 April 2014
Hydropark (Kiev Metro)
Hydropark is a station on the Kiev Metro's Sviatoshynsko-Brovarska Line. It opened on November 1965 as part of the construction of the Brovarsky radius; the station is situated on the Venetsiansky Island right next to Hydropark. Unpopulated and not used for housing, it was transformed by the station into a summer resort for Kievans when it fell in between the future line to Darnytsia and the new Brovary avenue that ran parallel to it; such planning is explained in the seasonal operation timetable which make the station rather distinctive. During the summer months it receives quite a moderate passenger traffic on weekends and public holidays. During the winter months there have been known instances when not a person would get on or off the station for whole weeks. There have been attempts for the station to be skipped during peak hours. In its appearance, the station is a typical example of the 1960s policy on Soviet public architecture. In fact, the station demonstrates its minimise costs and astetic appearance.
A lone grey granite faced platform with a concrete hinged roof is supported by green ceramic tiled pillars. The only decoration that prevents the station from losing its face are small ceramic flower motifes on the top of the pillars. Entrances and exits come from two vestibules that are located under the platform and connected with large subways that run underneath the station and the Brovary avenue. A unique feature of the station is that in addition, it has a second southern platform that would have allowed a quicker unload of passengers from the centrebound areas. However, its use has been discontinued in 1985 and in turn a second, western vestibule was built in 1990. However, during the winter months it is closed and the space is used otherwise. Station description on official website of the Metro Station description and photos Satellite shot of centred on the station Photo Gallery Yet another comprehensive Photo gallery
Zoloti Vorota (Kiev Metro)
Zoloti Vorota is the 29th station of the Kiev Metro system that serves the Ukrainian capital Kiev. The station was opened as part of the first segment of the Syretsko-Pecherska Line on 31 December 1989, it serves as a transfer station to the Teatralna station of the Sviatoshynsko-Brovarska Line. It is located near the city's Golden Gate; the original design plans for the station called for a clean utilitarian structure typical of metro stations of that period. Due to the efforts of the city's chief architect Mykola Zharikov, the design was scrapped in favor of one that resembles an ancient Kievan Rus' temple by Borys Zhezherin, Vadym Zhezherin, Zharikov himself; such a design was a risky feat, since Ukraine was a part of the secular Soviet Union at the time of the station's construction. Vadym Zhezherin and Mykola Zharikov, among the other artists and architects of the station, were bestowed the State Prize of Ukraine in the Field of Architecture for their work in 1991; the Zoloti Vorota features 80 distinct mosaic pieces and images depicting the history of Kievan Rus'.
In 2011, the station's mosaics were listed as "newly discovered objects of cultural heritage" by the city's Department of Cultural Heritage. The station is regarded as one of the most impressive metro stations in Europe, being placed on a list compiled by The Daily Telegraph in 2013; the initial plans for the future Syretsko-Pecherska Line called for a transfer station to connect with the Sviatoshynsko-Brovarska Line at Universytet station. However, the short central hall at Universytet was inadequate for the high volume of passengers that a transfer station would be subject to, thus the station's future location was moved a few city blocks to coincide with a newly proposed station of the Sviatoshynsko-Brovarska Line; this new station, called Teatralna, would be located in between the Khreshchatyk and Universytet stations, would serve as a transfer to the future Zoloti Vorota station. Although the Kominternivska station was never built, some of its architectural designs were preserved and used in the creation of the Teatralna station.
Construction for the Syretsko-Pecherska Line, the Kiev Metro system's third line, began on 23 February 1983. It had a projected date of completion in 1986, although the line's opening was delayed until the end of 1989 due to the economic state of the Soviet Union at the time; the line's first segment was opened on 31 December 1989, consisted of three stations. Since its entrance is located on a hillside, two separate escalator tunnels had to be created, connected by an underground station vestibule; the upper tunnel is 35 m long. The vestibule was built in the same way as with other stations of the Kiev Metro system; the vestibule is a 20 m tall monolithic dome with an similar diameter. The installation began in November 1987 and was completed by 1988, lowered at a pace of half a meter a day. Since the construction took place in water-saturated soils, over 200 frozen wells had to be formed so it could be lowered to its proper location. In addition, over 250 m2 of rock had to be removed to make way for the vestibule.
After it was installed, construction work began on the lower escalator tunnel. Due to a difficult hydrogeology, the tunnel was not completed by the station's grand opening and until 1 May 1990, it could only be reached with a transfer from the Teatralna station. For several years, the Zoloti Vorota station served as the line's northern terminus. Continued construction extended the line northwards to the Lukianivska station. In between the two stations, the Lvivska Brama station was built during the late 1990s. From an engineering standpoint, Zoloti Vorota was built as a deep column station, at a depth of 96.5 m underground. It consists of three distinct vaulted halls, featuring one central hall, two side platform halls, each separated by a row of columns; the central hall is connected to the only above-ground vestibule through two escalator tunnels, separated by an underground vestibule, needed because of the depth at which the station is located. Its design and formation is nearly similar to the Maidan Nezalezhnosti station of the system's Obolonsko–Teremkivska Line.
The station's original plans were designed by a team of Moscow architects from Metrogiprotrans. However, due to the socio-economic changes taking place in the country at the time, the original design was scrapped because it was considered "too weak" for one of the city's main metro stations in a significant location; the city's chief architect Mykola Zharikov approached Vadym Zhezherin to create a new design for the station. Zhezherin enlisted the help of Borys in completing the design. Vadym worked on the reconstruction of the city's Leo Tolstoy Square and named metro station, while his father, awarded the title of Distinguished Architect of Ukraine, was responsible for the reconstruction of the nearby National Opera House, they were supported by architects Anatoliy Krushynskyi, Tamara Tselikovska, Fedir Zaremba, who were responsible for designing the underground vestibule. While the redesign was taking place, construction on the station's original utilitarian design continued; the new design was based on the form of a Kievan Rus' temple, featuring unique mosaics situated throughout the station.
The central hall's heig
Chernihivska (Kiev Metro)
Chernihivska is a Kiev Metro station on the Sviatoshynsko-Brovarska Line. The station was built as a single extension to the newer housing massifs built on the eastern edge of Kiev. Located next to the intersection of Brovary Avenue and Bratislava Street, it is a surface station built to the identical design, popular throughout the Soviet Union at the time, matching five stations on the Moscow Metro and one on Tbilisi Metro. Chernihivska's design consists of a lower platform level and an upper street level; the latter is made with two square glazed vestibules standing opposite a road flyover that crosses perpendicular to the platform alignment. As a result, on the platform level there is no canopy as such. Apart from the black granite on the platform, the only decoration used; however to avoid the station creating a gloomy nighttime appearance both the "ceilings" of the station are painted white. In Kiev this was the first time such a design was required, the last time, because when the station was opened on November 4, 1968, the state requirement for aesthetic functionality designs with little or no decorative architecture had passed, the cost-saving surface station approach was abandoned in favour of returning to standard underground designs.
One unique feature of the station is. When the station was the line's terminus, this was used for quicker unloading of passengers who were traveling from the centre to save the congestion in the small vestibules during peak hours. However, after the extension to Lisova in 1979, the passenger traffic fell and this arrangement was discontinued, although the platform itself remains; the station is named after the city of Chernihiv, because the Brovary Avenue continues out of Kiev as the E101 motorway towards that city. However, the station was called Komsomolska after the Communist Youth League that played an important role in Soviet society. After the Independence of Ukraine in 1991, the station was renamed due to the old name becoming obsolete after the League was disbanded