"Arbatskaya" is a station on the Filyovskaya line of the Moscow Metro. Located on the line between the stations "Alexandrovsky Sad" and "Smolenskaya".
It was opened on May 15, 1935 as part of the section of the first stage “Comintern Street” (now “Alexandrovsky Garden”) - “Smolenskaya”.
It is named after Arbat Street, just like the station of the same name on the Arbatsko-Pokrovskaya line. It was erected on the site of the temple of Tikhon, Bishop of Amafunt, built in 1689.
It is noteworthy that the construction of the station was carried out under the arch of the Arbat market. After the construction of the ground vestibule, part of the market was dismantled and the station “opened” onto Arbat Square.
The ground lobby has a five-pointed star shape in plan. The lobby became one of the first symbols of the Moscow metro. It is also one of the few lobbies on which the “METRO” inscription has been preserved. At first they wanted to install a sculpture “Metro Builder and Red Army Soldier” on the roof of the lobby, but this idea was abandoned and a spire with a star and red flags were installed there. The architect of the station is L. S. Teplitsky.
I liked the steps, in the form of an amphitheater. The ceiling of the ground lobby is decorated with a red star.
Cash room. It remains a mystery to me why there are non-working cash registers in the wall and cash registers in a wooden structure.
The station design is a shallow column. Laying depth is 8 meters.
The station also has a second exit to Arbat Street, which has been inactive since construction.
The columns are decorated with pink marble. The floor is laid with red metlakh tiles. The track walls are faced with cream-colored glazed ceramic tiles.
At the station I came across this unit.
And this is how it looked before. And the Soviet-made washing machine and the girl are also okay. True, in the photo the Arbatskaya station is deep. And you see, at the pylon white urn costs. Nowadays it is generally a luxury.
March 5th, 2017
Station "Arbatskaya" of the Arbatsko-Pokrovskaya line is one of those not very large group Moscow metro stations, built and opened in the golden age at the very height of the great imperial Stalinist style. Earlier stations were influenced by functional constructivism. After the cult of personality was debunked, all decorative elements also disappeared from the architecture, and the metro stations built in the 60s, and all other buildings, were designed without frills. But the early 50s, there is something to see here. The station was opened as part of the section "Revolution Square" - "Kyiv". As already mentioned in the story about the neighboring "", the "Arbatskaya" - "Kyiv" section of the Arbatsko-Pokrovskaya line replaced a piece of the current Filevskaya line that was closed in 1953. The lines, if you look at the map, run parallel. Only the stations of the early 50s lie at greater depths, where they are not afraid of bombing; after the war, the metro also became an object civil defense. But, let's get closer to the point. Let's look at the Arbatskaya metro station
Let's start, as always, with historical photos. Sometimes studying historical photos you can see what we cannot see now. For example, the ground lobby. Which has been preserved, but... you won’t be able to see it. The General Staff building was built around it. The building has absorbed the lobby pavilion and is now located in its courtyard. The lobby is, as it should be, pompous. Look how rich the decor is. The same stucco decoration that we see inside.
What a beauty.
In addition, there was a fountain in front of the pavilion on the square. It was very beautiful.
It’s great that there are photos of the lobby interiors as well. Here is the entrance group. Now these openings are blocked.
I always wondered if this huge frame in front of the escalators was really white and empty inside. Of course not. Another feature of Stalin's post-war stations was the obligatory image of the leader. The frame is almost 4 meters high. And the portrait of Stalin here was made using the Florentine mosaic technique. The portrait existed until 1955 (according to some sources until 1956). After that he... disappeared. They say it was dismantled overnight. Some people think that the panel was simply plastered over. But most likely Stalin really is no longer there. The author Grigory Ivanovich Opryshko even asked to leave him a part of the mosaic - the head of the leader, but he was refused. Honestly... it was possible to get rid of the mosaic in a less barbaric way. Still, it is a work of art, regardless of the personality of the person depicted on it. It would be quite appropriate not to destroy all the Stalins removed from metro stations, but to collect them in some museum.
Oh, more wonderful photos. Photos at Arbatskaya are taking some air measurements. It is now very fashionable to be open to the public, and even the Moscow Metro invites bloggers and shows them the backside of its work, but before such genre scenes from the work of the metro were rare. It wasn't often that this got caught on film.
This is also an excellent staged shot. Too... meaningful faces of ordinary passengers.
Interestingly, sconces used to hang in the openings between the pylons. Now it’s clear why there is stucco there, these are frames for lamps.
Another great shot. Cleaning is in full swing.
Well, another view of the central hall, there are no sconces here anymore. When were they removed?
1. Let's go back to the recent past. Here, on the surface, near the entrance to the ground lobby, the “Night of the Long Buckets” also took place at one time; here a whole line of tents was fucking demolished. And now the entrance is spacious.
2. In addition to the unauthorized construction, there is something else that the historical lobby pavilion hides from us. This is this massive building of the General Staff (although what is unclear here now, the General Staff seems to have moved, although this is all probably military secret). To enter the lobby, they made an entrance portal like this and a passage through the thickness of the building to the pavilion, which is now located in the courtyard of the Ministry of Defense building. The entrance is now located on the left wall of the historical lobby.
3. But inside everything remained almost the same as when it was opened. The openings on the right are blocked. And not only the entrance groups but the translucent stained glass windows on top. This is understandable. because there, behind this wall, there is already a secret military facility. Moreover, the upper openings seem to have been laid in as a result of the last reconstruction of the lobby. The decoration of the ticket hall is very pompous, and although it was clearly planned to place panels in the stucco frames of the cartouches and they look empty, the interior is still gorgeous. Vaulted ceilings, stone trim, huge gilded bronze chandeliers - a typical palace interior.
4. The escalator hall is even cooler. There is a high vault here.
5. From 2006 to 2007 the lobby was closed for renovation and now it looks pretty good.
6. Side passages lead to the escalator hall from the cash register.
7. There are memorial plaques hanging here. Chandeliers are much simpler. These are the same chandeliers, but without the bottom row of horns and the massive decorative ball at the bottom. It's all because of the height of the ceilings here. There is also a beautiful openwork lattice behind which the entrance to office premises. Metal structures are visible above the opening; as I understand it, these are some kind of elements for locking the pressure doors. But I don’t understand where the doors themselves are. I can only assume that the door is part of the floor in front of the opening. If anyone knows for sure, please tell me.
8. Decorative grilles in the escalator hall. Apparently there are heating radiators behind them.
9. After the reconstruction, the doors were left wooden - that’s cool.
10. View towards the escalators.
11. View in the other direction. Stalin was here. Now there is emptiness here. By the way, the mosaic with the leader was the only one that was realized; more than 20 more mosaics did not have time to be made. P. Korin made sketches on patriotic themes, which in many ways echoes another of his epic works - a panel for the Komsomolskaya station of the Circle Line. But things didn’t work out with the mosaics. And after Stalin also disappeared, the station acquired a snow-white appearance, without any decorative elements, and now it all looks quite harmonious.
12. Elements of the so-called Moscow Baroque can be traced in the architecture of the station. This is the architects' tribute to this style. Now the station itself is an object cultural heritage, as well as examples of the architecture of the past that the creators of the station turned to. This is amazing.
13. We go down the escalator. There is another hermetic seal here.
14. After it there is a long passage to the platform. It is illuminated by two rows of lamps.
15. Beauty.
16. Suddenly there is another entrance to the office premises. The doors are of course huge, why are they like that? What's there?
17. Along with the station, a transition to the “Alexandrovsky Sad” and “Lenin Library” stations was also opened.
18. Very cool signs, they don’t make them like that anymore. What font? What is the “leg” of the letter “I”, for example.
19. Luxurious railings on the descent from the metro station. "Alexandrovsky Garden". Very cool!
20. There are luxurious floor lamps in front of the entrance hall. Metal casting and crystal (glass?). Again, some I-beams stick out above the opening, probably really for hermetic seals.
21. An antechamber in front of the escalator slope to Arbatskaya. Turn left to the metro station. "Library named after Lenin". The antechamber is open together with Arbatskaya, this can be seen from the decoration. And what a luxurious chandelier hanging here. 24 horns are cool.
22. Towards the transition. The cartouche above the passage is similar to the one in the upstairs lobby.
23. The escalator slope is also framed by lamps - floor lamps. The opening is also decorated with stucco. Beauty.
24. As for me, “Arbatskaya” is not much inferior to my favorite station of our metro - “Komsomolskaya” Circle line. Actually, that’s how it should be. However, the abandonment of mosaics made it more modest but also more concise, which is also not bad.
25. Laconicism is certainly present, but the station is still quite richly decorated.
26. End of the station. What is that frame above the tunnel, was there something there before? And I have always been interested in this question. Why do some lines have one waveguide thread, and some, like here, have two? What is this reservation?
27. In the archival photos we saw that there used to be sconces here, but they were removed. What a pity.
28. Some stucco elements are painted bronze, this echoes the bronze on the chandeliers. But unfortunately, in some places, when the pylons were renewed and whitewashed, the “bronze” was also painted over. Look at the previous photo.
29. The chandeliers here are the same as in the lobby. In general, the decoration of the lobby and the platform part resonate very well. Usually, we still see two slightly differently decorated spaces. This has been the case since the very first stations of the Moscow metro, when projects were selected based on competitions and the underground part could be designed by one architect, and the underground part by another.
30. In the central hall, the chandeliers do not hang in the center, but are framed by such stucco frames. They were supposed to have mosaics.
Somehow it could have been this way, but it was not fate. By the way, the topic is the same as at Komsomolskaya. Heroic military background and all the same characters. Imagine what beauty it could be.
31. The track walls are tiled, decorative elements are made of ceramics, and the name of the station is beauty. The tiles here hold up well and don’t fall, thank God, so no one would think of changing them.
32. Arbatskaya is always full of people, there is a transfer to the Serpukhovsko-Timiryazevskaya line, here it is in the center of the hall, as well as to Filevskaya and Sokolnicheskaya - a large transfer hub.
33. Constantly high passenger traffic. This somewhat interferes with the perception of the beauty of the interiors. You stop in the middle of the hall, lift your head up, and become an obstacle to the chaotic, disorderly movement of passengers, so you have to not resist the flow of people. This is always the case at stations - large transfer hubs.
34. I found this quote: “the design of the vaults of the underground distribution hall of the station is made in the likeness of the Arbat market, as an outstanding engineering structure of the first five-year plan... The decoration of the station should revive respect Soviet citizens to examples of original Russian architecture of the first third of the 18th century (in which the former Vozdvizhenskaya Church was decorated.) In general, yes, Stalin’s stations sometimes don’t even look like palaces, but rather like places of worship, ancient temples. Why not a church interior?
35. Beautiful station with an interesting history.
P.S.
All archival photos found on a wonderful site
The text of the description is taken from Vlad Sviridenkov’s website: http://metro.molot.ru/st_fl_arbatskaya.shtml
The decision to build the Arbat radius was made on August 7, 1933. Already in September 1933, the first work began on Arbat Square.
Arbat Square, one of the central and most intense squares of the city, is full of transport, a complex tangle of underground communications, cables, collectors, and water pipelines. The bed of the treacherous Chertory stream passed nearby. Here, opened in 1932, was located one of the largest markets in the capital, always crowded and requiring constant access by vehicles. Work on the construction of the station had already begun when the design of the entire Arbat radius was changed. Old project, which provided for the laying of a line directly under the Arbat, required significant work on relaying communications, strengthening foundations, and violated daily life always a crowded street and, above all, would force the construction deadline set by the Central Committee of the Party to be violated. According to the new project, the route was moved from Arbat towards Sobachaya Ploshchadka. It was decided to build tunnels using the trench method, instead of the Parisian method that was first considered.
21 photos, total weight 4.0 megabytes
1. At the end of December 1933, the Moscow Committee finally approved the route and method of work along the Arbat radius. The main work at the station began in early January 1934.2. The station is designed along the square, starting under the Arbatsky market, it continues to the west and goes to the beginning of the Arbat. Construction was carried out on several sites, which allowed minimum degree disrupt traffic on Arbat Square. After the station closure was ready on the first section, traffic was transferred there, the tram tracks were rebuilt, and work continued on the next one.
3. The first construction section included 18 meters of approach tunnels and 44 meters of the station and was located under the Arbatsky market and the former Tikhonovskaya Church, intended for demolition. Since it was necessary to ensure the normal functioning of the market, it was necessary to go through the approach adits a few meters from the surface of the earth and from them construct wells for the future walls of the station. The adits ran 1-2 meters below the floor of the church and market. A concrete plant was set up in the church itself. The material of the temple walls was used as crushed stone, sand was mined right there, extracted from the trenches, only cement was brought in from the outside. The finished concrete was supplied to holes in the floor of the church and market, punched above the longitudinal adits, where the construction of the station walls was underway. By April 1934 the church (in winter time which also served as a hothouse for the plant) was thus practically dismantled, the ancient walls of the temple served as building material for the metro.
4. For 27 meters the station passed under the market building. Its wooden arches, on which the glass roof rested, lay on foundations only 3-4 meters above the station ceiling. It was necessary to carry out the excavation with filigree precision, without allowing even minor subsidence of the soil - because then the frame would warp and the glass roof would fall on people. Twice a special commission demanded that the market be closed during the work. A second roof made of wire mesh was built at the market to prevent glass from falling. The work was done brilliantly, the market functioned smoothly.
5. The second section stretched 65 meters in the middle part future station. The tram tracks crossed here, so the trenches for the walls were also built in a closed way, without opening the street.
6. The third section, where the western end of the station was being built, was located under house No. 1/3 on Arbat Square. The work was mainly concentrated in the basement of this house. A cramped courtyard was used for dispensing soil and transporting materials. During construction, the walls of the house were reattached from the old foundation to concrete pillars. In this section, the station ceiling is made of riveted metal beams 1.6 meters high and 7 meters long.
7. By September 15, 1934, the station was roughly completed. By January 1935, the lobby was completed, representing a five-pointed star in plan, because the People's Commissariat of Defense was located nearby. It was planned that in the future the lobby would be in the center of the reconstructed Arbat Square. Today, the lobby seems like a small, intimate pavilion against the backdrop of the huge wall of the new Ministry of Defense building.
8. Yellow marble, white and gray ceramic tiles were used in the decoration of the station hall. The red Metlakh tiles initially laid on the platform were later replaced by granite slabs.
9. During one of the German air raids in 1941, a bomb hit the ground concourse of the station. Perhaps the five-pointed shape of the vestibule played a role. The market building was also destroyed by airstrikes.
10. From the very beginning, the station had an exit from the western pedestrian bridge to the beginning of Arbat Street. Not implemented immediately, this exit was never built. In 1953, simultaneously with the opening of the deep Arbat radius (part of the Arbastko-Pokrovskaya line), the shallow Arbat radius from the Ul. Comintern" to the Kievskaya station was closed. The Arbatskaya station hall was, according to some sources, used for storage space.
11. In 1964, Arbat Square underwent a radical reconstruction. During the construction of Kalinin Avenue (now st. New Arbat), in the immediate vicinity of the station, under the Prospekt highway, a transport tunnel was built, 339 m long and 20 m wide, connecting Gogolevsky and Nikitsky boulevards, as well as a node of underground passages.
12. Now the station is quite lightly loaded with passengers. With the advent of the deep Arbatsky radius, which has more connections with other lines, the station of the same name on the Arbatsko-Pokrovskaya line has become more convenient for passengers.
13. Today there is no convenient exit to Arbat, one of the most famous and the first Moscow pedestrian street directly from the metro. Arbat, together with the nearby New Arbat, forms a center of attraction for huge masses of people. Muscovites and guests of the capital who decide to come here are forced to walk about half a kilometer from the nearest metro, with the obligatory descent into an underground passage. New move and built in structures, but apparently will not be opened soon.
16. Again, ugly double-glazed windows with white frames and terrible white boxes for wires.
17. I send a ray of diarrhea and diarrhea to the Metro newspaper for this terrible green structure.
19. Such boxes also receive rays of hatred. Damn, how is that possible?!
20. The old number “6” - this is how they used to indicate where trains stopped. Then the current striped slats appeared.
Many thanks to the press service of the Moscow Metro and the tunnel construction service for organizing the shooting.
It is named after Arbat Street, just like the station of the same name on the Arbatsko-Pokrovskaya line. It was erected on the site of the temple of Tikhon, Bishop of Amafunt, built in 1689.
It is noteworthy that the construction of the station was carried out under the arch of the Arbat market. After the construction of the ground vestibule, part of the market was dismantled and the station “opened” onto Arbat Square.
The ground lobby has a five-pointed star shape in plan. The lobby became one of the first symbols of the Moscow metro. It is also one of the few lobbies on which the “METRO” inscription has been preserved.
At first they wanted to install a sculpture “Metro Builder and Red Army Soldier” on the roof of the lobby, but this idea was abandoned and a spire with a star and red flags were installed there. The architect of the station is L. S. Teplitsky.
I liked the steps, in the form of an amphitheater. The ceiling of the ground lobby is decorated with a red star.
Cash room. It remains a mystery to me why there are non-working cash registers in the wall and cash registers in a wooden structure.
The station design is a shallow column. Laying depth is 8 meters.
The station also has a second exit to Arbat Street, which has been inactive since construction.
The track walls are faced with cream-colored glazed ceramic tiles.
The columns are decorated with pink marble. The floor is laid with red metlakh tiles.
At the station I came across this unit.
And this is how it looked before. And the Soviet-made washing machine and the girl are also okay. True, in the photo the Arbatskaya station is deep. And you also see that there is a white urn near the pylon. Nowadays it is generally a luxury.
From the book: “The Moscow Metro is 50. Pages of the History of the Metro” Moscow Worker, 1985.
And also, as correctly added trilirium There is a buffet at the station that is also open for passengers. Unfortunately, it was closed when I was filming. I'll drive by and take a photo inside. It even seems to me that in my childhood I saw how replacement drivers changed crews, they had lunch, and when the train returned from Kalininskaya they again took their seats in the train cabin.
