Moscow Metro

The V-type trains were formerly from Berlin U-Bahn C-class trains from 1945 to 1969, until its complete demise in 1970. They were transported from the Berlin U-Bahn during the Soviet occupation. A-type and B-type trains were custom-made since the opening.

• 
  A-type
• 
  B-type
• 
  V-4-type (former Berlin Class C-1)
• 
  V2-type (former Berlin Class C-2)

Currently, the Metro only operates 81-style trains.

Rolling stock on the Koltsevaya line is being replaced with articulated 81-740/741 Rusich four-car trains. The Butovskaya Line was designed by different standards, and has shorter (96-metre (315 ft) long) platforms. It employs articulated 81-740/741 trains, which consist of three cars (although the line can also use traditional four-car trains). On the Moscow Central Circle, Lastochka trains are used, consisting of five cars.

• 
  G-type
• 
  D-type
• 
  E-type
• 
  I-2-type (81-715.2/716.2)
• 
  81-717/81-714-type
• 
  81-717.5A/81-714.5A-type
• 
  81-717.6-714.6-type
• 
  81-720/721-type ("Yauza")
• 
  81-740/741-type ("Rusich")
• 
  81-760/761-type ("Oka") (ru)
• 
  81-765/766/767-type ("Moscow")
• 
  Intamin P30 train (operates on the Monorail line)
• 
  ES2G Lastochka train (operates on the Moscow Central Circle line)

Each line is identified by a name, an alphanumeric index (usually consisting of just a number) and a colour.[9] The colour assigned to each line for display on maps and signs is its colloquial identifier, except for the nondescript greens and blues assigned to the Kakhovskaya, the Zamoskvoretskaya, the Lyublinsko-Dmitrovskaya, and Butovskaya lines (route 11, 2, 10, and 12). The upcoming station is announced by a male voice on inbound trains to the city center (on the Circle line, the clockwise trains) and by a female voice on outbound trains (anti-clockwise trains on the Circle line).[9]

The metro has a connection to the Moscow Monorail, a 4.7-kilometre (2.9 mi), six-station monorail line between Timiryazevskaya and VDNKh which opened in January 2008. Prior to the official opening, the monorail had operated in "excursion mode" since 2004.

Lines of Moscow Metro

Icon	Line Name		First opened	Latest extension	Length (km)	Stations	Avg. dist.
	English	Russian
	Sokolnicheskaya	Сокольническая	1935	2019.12	44.5	26	1.71
	Zamoskvoretskaya	Замоскворецкая	1938.09	2018	42.8	24	1.86
	Arbatsko-Pokrovskaya	Арбатско-Покровская	1938.03	2012	45.1	22	2.15
	Filyovskaya	Филёвская	1958 (1935)[Note 1]	2006	14.9	13	1.24
	Koltsevaya (Circle)	Кольцевая	1950	1954	19.3	12	1.61
	Kaluzhsko-Rizhskaya	Калужско-Рижская	1958	1990	37.8	24	1.63
	Tagansko-Krasnopresnenskaya	Таганско-Краснопресненская	1966	2015.08	42.2	23	1.92
	Kalininskaya[Note 2]	Калининская	1979	2012	16.3	8	2.36
	Solntsevskaya[Note 2]	Солнцевская	2014	2018.01	24.8	12	2.26
	Serpukhovsko-Timiryazevskaya	Серпуховско-Тимирязевская	1983	2002	41.5	25	1.72
	Lyublinsko-Dmitrovskaya	Люблинско-Дмитровская	1995	2018	38.3	23	1.74
	Bolshaya Koltsevaya (Big Circle)	Большая кольцевая	2018	2021	34,5	18	2.1
	Butovskaya	Бутовская	2003	2014.02	10.0	7	1.67
	Nekrasovskaya	Некрасовская	2019	2020	22.3	8	2.3
Total					412.1	239	1.75
Other urban railway lines
	Monorail[Note 3]	Монорельс	2004	2004	4.7	6	0.94
	Moscow Central Circle[Note 4]	Московское центральное кольцо	2016	2016	54.0	31	1.74
	Belorussko-Savyolovsky diameter	Белорусско-Савёловский диаметр	2019	2020	52	24	2.26
	Kursko-Rizhsky diameter	Курско-Рижский диаметр	2019	2021	80	34	2.42
Total					598.8	328	1.83
Four central stations of the Filyovskaya Line – Alexandrovsky Sad (formerly Imeni Kominterna), Arbatskaya, Smolenskaya and Kiyevskaya – were originally opened in 1935–1937, when they were a branch of the Sokolnicheskaya Line. Between 1938 and 1953, they were part of the Arbatsko-Pokrovskaya Line. The stations were closed between 1953 and 1958 and then reopened as part of the (new) Filyovskaya Line. A line branching off the Filyovskaya is in operation (as of July 2009), starting from the Alexsandrovsky Sad Station and continuing on the Filyovskaya Line to Kiyevskaya Station, where it departs to stop at the (new) Vystavochnaya and Mezhdunarodnaya Stations. Kalininsko-Solntsevskaya Line currently operates as two separate sections, between Novokosino and Tretyakovskaya and between Rasskazovka and Delovoy Tsentr. Previously numbered Line M1 and considered separate from the network; as such, its length and number of stations are not included in the total tally. It was integrated into the Metro as Line 13 in 2016. (MCC) The service is considered a separate system of urban transport served by Russian Railways, but uses the same fares and tickets as the metro system allowing for free transfers between the Central Circle and Moscow Metro proper. The line itself is not considered part of the underground metro, as the infrastructure, rolling stock and staff belong to Russian Railways.

Also, from 11 August 1969 to 26 October 2019, the Moscow Metro included Kakhovskaya line 3.3 km long with 3 stations, which closed for a long reconstruction. On 7 December 2021, Kakhovskaya is reopened after reconstruction as part of the Bolshaya Koltsevaya line. A reopening in 2022 at Varshavskaya and Kashirskaya stations is planned as part of the Bolshaya Koltsevaya line.

• Sokolnicheskaya line was previously named Kirovsko-Fruzenskaya
• Zamoskvoretskaya line was previously named Gorkovsko-Zamoskvoretskaya.
• Filyovskaya line was previously named Arbatsko-Filyovskaya.
• Tagansko-Krasnopresnenskaya line was previously named Zhdanovsko-Krasnopresnenskaya

External video
Moscow Metro opening, Soviet Archive Footage

Sokolniki station, Line 1. Opened in 1935 (the first stage)

Krasnye Vorota, also opened in 1935 (the first stage) as part of Sokolnicheskaya line, e.g. Line 1

The first line was opened to the public on 15 May 1935 at 07:00 am.[16] It was 11 kilometres (6.8 mi) long and included 13 stations. The day was celebrated as a technological and ideological victory for socialism (and, by extension, Stalinism). An estimated 285,000 people rode the Metro at its debut, and its design was greeted with pride; street celebrations included parades, plays and concerts. The Bolshoi Theatre presented a choral performance by 2,200 Metro workers; 55,000 colored posters (lauding the Metro as the busiest and fastest in the world) and 25,000 copies of "Songs of the Joyous Metro Conquerors" were distributed.[17] This publicity barrage, produced by the Soviet government, stressed the superiority of the Moscow Metro over all metros in capitalist societies and the Metro's role as a prototype for the Soviet future. The Moscow Metro averaged 47 km/h (29 mph) and had a top speed of 80 km/h (50 mph).[18] In comparison, New York City Subway trains averaged a slower 25 miles per hour (40 km/h) and had a top speed of 45 miles per hour (72 km/h).[17] While the celebration was an expression of popular joy it was also an effective propaganda display, legitimizing the Metro and declaring it a success.

The initial line connected Sokolniki to Okhotny Ryad then branching to Park Kultury and Smolenskaya.[19] The latter branch was extended westwards to a new station (Kiyevskaya) in March 1937, the first Metro line crossing the Moskva River over the Smolensky Metro Bridge.

The second stage was completed before the war. In March 1938, the Arbatskaya branch was split and extended to the Kurskaya station (now the dark-blue Arbatsko-Pokrovskaya Line). In September 1938, the Gorkovskaya Line opened between Sokol and Teatralnaya. Here the architecture was based on that of the most popular stations in existence (Krasniye Vorota, Okhotnyi Ryad and Kropotkinskaya); while following the popular art-deco style, it was merged with socialist themes. The first deep-level column station Mayakovskaya was built at the same time.

Building work on the third stage was delayed (but not interrupted) during World War II, and two Metro sections were put into service; Teatralnaya–Avtozavodskaya (three stations, crossing the Moskva River through a deep tunnel) and Kurskaya–Partizanskaya (four stations) were inaugurated in 1943 and 1944 respectively. War motifs replaced socialist visions in the architectural design of these stations. During the Siege of Moscow in the fall and winter of 1941, Metro stations were used as air-raid shelters; the Council of Ministers moved its offices to the Mayakovskaya platforms, where Stalin made public speeches on several occasions. The Chistiye Prudy station was also walled off, and the headquarters of the Air Defence established there.

After the war ended in 1945, construction began on the fourth stage of the Metro, which included the Koltsevaya Line, a deep part of the Arbatsko-Pokrovskaya line from Ploshchad Revolyutsii to Kievskaya and a surface extension to Pervomaiskaya during the early 1950s. The decoration and design characteristic of the Moscow Metro is considered to have reached its zenith in these stations. The Koltsevaya Line was first planned as a line running under the Garden Ring, a wide avenue encircling the borders of Moscow's city centre. The first part of the line – from Park Kultury to Kurskaya (1950) – follows this avenue. Plans were later changed and the northern part of the ring line runs 1–1.5 kilometres (0.62–0.93 mi) outside the Sadovoye Koltso, thus providing service for seven (out of nine) rail terminals. The next part of the Koltsevaya Line opened in 1952 (Kurskaya–Belorusskaya), and in 1954 the ring line was completed.

Mayakovskaya station. Opened in 1938 (the second stage)

When the Metro opened in 1935, it immediately became the centrepiece of the transportation system (as opposed to horse-carried barrows still widely used in 1930s Moscow).

It also became the prototype, the vision for future Soviet large-scale technologies. The artwork of the 13 original stations became nationally and internationally famous. For example, the Sverdlov Square subway station featured porcelain bas-reliefs depicting the daily life of the Soviet peoples, and the bas-reliefs at the Dynamo Stadium sports complex glorified sports and physical prowess on the powerful new "Homo Sovieticus" (Soviet man).[20] The metro was touted as the symbol of the new social order—a sort of Communist cathedral of engineering modernity.[21]

The Metro was iconic also because it showcased Socialist Realism in public art.

Kaganovich was in charge; he designed the subway so that citizens would absorb the values and ethos of Stalinist civilization as they rode. Without this cohesion, the Metro would not reflect Socialist Realism. If the Metro did not utilize Socialist Realism, it would fail to illustrate Stalinist values and transform Soviet citizens into socialists. Anything less than Socialist Realism's grand artistic complexity would fail to inspire a long-lasting, nationalistic attachment to Stalin's new society.[22]

Socialist Realism was in fact a method, not exactly a style.[23] The method was influenced by Nikolay Chernyshevsky, Lenin's favorite 19th-century nihilist, who stated that "art is no useful unless it serves politics".[17] This maxim sums up the reasons why the stations combined aesthetics, technology and ideology: any plan which did not incorporate all three areas cohesively was rejected.

Sokol station (1938)

Elektrozavodskaya station. Opened in 1944 (the third stage)

The Moscow Metro was one of the USSR's most ambitious architectural projects. The metro's artists and architects worked to design a structure that embodied svet (literally "light", figuratively "radiance" or "brilliance") and svetloe budushchee (a well-lit/radiant/bright future).[23] With their reflective marble walls, high ceilings and grand chandeliers, many Moscow Metro stations have been likened to an "artificial underground sun".[24]

This palatial underground environment[24] reminded Metro users their taxes were spent on materializing "radiant future"; also, the design was useful for demonstrating the extra structural strength of the underground works (as in Metro doubling as bunkers, bomb shelters).

The chief lighting engineer was Abram Damsky, a graduate of the Higher State Art-Technical Institute in Moscow. By 1930 he was a chief designer in Moscow's Elektrosvet Factory, and during World War II was sent to the Metrostroi (Metro Construction) Factory as head of the lighting shop.[25] Damsky recognized the importance of efficiency, as well as the potential for light as an expressive form. His team experimented with different materials (most often cast bronze, aluminum, sheet brass, steel, and milk glass) and methods to optimize the technology.[25] Damsky's discourse on "Lamps and Architecture 1930–1950" describes in detail the epic chandeliers installed in the Taganskaya Station and the Kaluzhskaia station (Oktyabrskaya nowadays, not to be confused with contemporary "Kaluzhskaya" station on line 6).

The Kaluzhskaya Station was designed by the architect [Leonid] Poliakov. Poliakov's decision to base his design on a reinterpretation of Russian classical architecture clearly influenced the concept of the lamps, some of which I planned in collaboration with the architect himself. The shape of the lamps was a torch – the torch of victory, as Polyakov put it... The artistic quality and stylistic unity of all the lamps throughout the station's interior made them perhaps the most successful element of the architectural composition. All were made of cast aluminum decorated in a black and gold anodized coating, a technique which the Metrostroi factory had only just mastered.

The Taganskaia Metro Station on the Ring Line was designed in...quite another style by the architects K.S. Ryzhkov and A. Medvedev... Their subject matter dealt with images of war and victory...The overall effect was one of ceremony ... In the platform halls the blue ceramic bodies of the chandeliers played a more modest role, but still emphasised the overall expressiveness of the lamp.[25]

— Abram Damsky, Lamps and Architecture 1930–1950

The work of Abram Damsky further publicized these ideas hoping people would associate the party with the idea of bright future.

Statue representing the Soviet workers at Baumanskaya station

Stalin's first five-year plan (1928–1932) facilitated rapid industrialization to build a socialist motherland. The plan was ambitious, seeking to reorient an agrarian society towards industrialism. It was Stalin's fanatical energy, large-scale planning, and resource distribution that kept up the pace of industrialization. The first five-year plan was instrumental in the completion of the Moscow Metro; without industrialization, the Soviet Union would not have had the raw materials necessary for the project. For example, steel was a main component of many subway stations. Before industrialization, it would have been impossible for the Soviet Union to produce enough steel to incorporate it into the metro's design; in addition, a steel shortage would have limited the size of the subway system and its technological advancement.

The Moscow Metro furthered the construction of a socialist Soviet Union because the project accorded with Stalin's second five-year plan. The Second Plan focused on urbanization and the development of social services. The Moscow Metro was necessary to cope with the influx of peasants who migrated to the city during the 1930s; Moscow's population had grown from 2.16 million in 1928 to 3.6 million in 1933. The Metro also bolstered Moscow's shaky infrastructure and its communal services, which hitherto were nearly nonexistent.[17]

Monument to Soviet partisan Zoya Kosmodemyanskaya at the Partizanskaya station from 1944

The Communist Party had the power to mobilize; because the party was a single source of control, it could focus its resources. The most notable example of mobilization in the Soviet Union occurred during World War II. The country also mobilized in order to complete the Moscow Metro with unprecedented speed. One of the main motivation factors of the mobilization was to overtake the West and prove that a socialist metro could surpass capitalist designs. It was especially important to the Soviet Union that socialism succeed industrially, technologically, and artistically in the 1930s, since capitalism was at a low ebb during the Great Depression.

The person in charge of Metro mobilization was Lazar Kaganovich. A prominent Party member, he assumed control of the project as chief overseer. Kaganovich was nicknamed the "Iron Commissar"; he shared Stalin's fanatical energy, dramatic oratory flare, and ability to keep workers building quickly with threats and punishment.[17] He was determined to realise the Moscow Metro, regardless of cost. Without Kaganovich's managerial ability, the Moscow Metro might have met the same fate as the Palace of the Soviets: failure.

Kiyevskaya (Line 3) (1954) is decorated with a series of mosaics by various artists depicting life in Ukraine which was then part of the Soviet Union.

This was a comprehensive mobilization; the project drew resources and workers from the entire Soviet Union. In his article, archeologist Mike O'Mahoney describes the scope of the Metro mobilization:

A specialist workforce had been drawn from many different regions, including miners from the Ukrainian and Siberian coalfields and construction workers from the iron and steel mills of Magnitogorsk, the Dniepr hydroelectric power station, and the Turkestan-Siberian railway... materials used in the construction of the metro included iron from Siberian Kuznetsk, timber from northern Russia, cement from the Volga region and the norther Caucasus, bitumen from Baku, and marble and granite from quarries in Karelia, the Crimea, the Caucasus, the Urals, and the Soviet Far East[26]

— Mike O'Mahoney, Archeological Fantasies: Constructing History on the Moscow Metro

Skilled engineers were scarce, and unskilled workers were instrumental to the realization of the metro. The Metrostroi (the organization responsible for the Metro's construction) conducted massive recruitment campaigns. It printed 15,000 copies of Udarnik metrostroia (Metrostroi Shock Worker, its daily newspaper) and 700 other newsletters (some in different languages) to attract unskilled laborers. Kaganovich was closely involved in the recruitment campaign, targeting the Komsomol generation because of its strength and youth.

Novoslobodskaya station

Komsomolskaya station, opened in 1952, Line 5

The beginning of the Cold War led to the construction of a deep section of the Arbatsko-Pokrovskaya Line. The stations on this line were planned as shelters in the event of nuclear war. After finishing the line in 1953 the upper tracks between Ploshchad Revolyutsii and Kiyevskaya were closed, and later reopened in 1958 as a part of the Filyovskaya Line.

The stations, too, were supplied with tight gates and life-sustenance systems to function as proper nuclear shelters.

In the further development of the Metro the term "stages" was not used any more, although sometimes the stations opened in 1957–1959 are referred to as the "fifth stage".

Profsoyuznaya, 1962, Line 6 only has gray tiles

Rechnoy Vokzal, 1964, Line 2

Kakhovskaya, 1969, Line 11 (before reconstruction)

During the late 1950s and throughout the 1960s the architectural extravagance of new Metro stations was decisively rejected on the orders of Nikita Khrushchev, who had a preference for a utilitarian "minimalism"-like approach to design. Stations from these years, and also most 1970s stations, were simple in design and style, with walls covered with identical square ceramic tiles.

• In fact, even decorations at the Metro stations almost finished at the time of banning "excessives" in design (such as VDNKh and Alexeyevskaya) got their final decors simplified: V.D.N.Kh's arcs/portals, for example, have basic stripes of green paint in contrast to the well-detailed decorations around them.

Some stations such as adjacent Rechnoi Vokzal and Vodny Stadion or sequiential Leninsky Prospect, Akadmicheskaya, Profsoyuznaya and Novye Cheryomushki would have similar look due to extensive use of same-sized white or off-white ceramic tiles with hard-to-feel differences. For example, there are beige tilted tiles on Leninsky Prospect (waffle-like style), white squares on Akademicheskaya (remodelled during "aughts", first years of the 2000s), gray-only "square diamonds" (4x4 tiles for each) on Profsoyznaya, off-white pale jade-colored square tiles on Novye Cheryomushki.

A typical layout of cheap shallow-dug metro station (which quickly became known as Sorokonozhka – "centipede", from early designs with 40 concrete columns in two rows) was developed for all new stations and the stations were built to look almost identical, differing from each other only in colours of the marble and ceramic tiles. Most stations were built with simpler, cheap technology; this resulted in utilitarian design being flawed in some ways.

Polezhayevskaya. Opened in 1972. As of January 2022, the variegated walls are preserved "as is"

Walls with cheap ceramic tiles were susceptible to train-related vibration: some tiles would eventually fall off and break. It was not always possible to replace the missing tiles with the ones of the exact color and tone, which eventually led to variegated parts of the walls.

The contrasting style gap between the powerfully decorated stations of Moscow's centre and the spartan-looking stations of the 1960s was eventually filled. In the mid-1970s the architectural extravagance was partially restored. However, the newer design of shallow "centipede" stations (now with 26 columns, more widely spaced) continued to dominate. For example, Kaluzhskaya "centipede" station from 1974 (adjacent to Novye Cheryomushki station) features non-flat tiles (with 3D effect utilized), and Medvedkovo from 1978 features complex decorations.

Babushkinskaya station from 1978 is a no-column station (similar to Biblioteka Imeni Lenina from 1935).

Some stations, such as the deep-dug Shabolovskaya (1980), have the near-tunnel walls decorated with metal sheets, not tiles.

1983 Chertanovskaya station has resemblance to Kropotkinskaya (from 1935).

Downtown area got such stations as Borovitskaya (1986), with uncovered bricks and gray, concrete-like colors accompanying a single gold-plated decorative pane known as "Tree of peoples' of USSR".

Tyoply Stan features a theme related to the name and the location of the station ("Tyoply Stan" used to literally mean warm area): its walls are covered in brick-colored ribbed panes, which look like radiators).

Metro stations of the 1990s and 2000s vary in style, but some of the stations seem to have their own themes:

• Ulitsa Akademika Yangelya station features thick orange neon lamp-like lights instead of regular white lights.
• Park Pobedy, the deepest station of the Moscow Metro, was built in 2003; it features extensive use of dark orange polished granite.
• Slavyansky Bulvar station utilizes a plant-inspired theme (not to be confused with subtle "bionic style").
• The sleekness of the aforementioned "bionic style" is somewhat represented in various Line 10 stations.
• Sretensky Bulvar station of line 10 is decorated with paintings of nearby memorials and locations.
• Strogino station has a theme of huge eye-shaped boundaries for lights; with "eyes" occupying the station's ceiling.
• Troparyovo (2014) features trees made of polished metal. The trees hold the station's diamond-shaped lights. The station, however, is noticeably dim-lit.
• Delovoy Tsentr (2016, MCC, overground station) has green tint.
• Lomonosovsky Prospekt (Line 8A) is decorated with various equations.
• Olkhovaya (2019) uses other plant-inspired themes ("Olkha" means alder) with autumn/winter inspired colours.

Some bleak, bland-looking "centipedes" like Akademicheskaya and Yugo-Zapadnaya have undergone renovations in the 21st century (new blue-striped white walls on Akademicheskaya, aqualine glassy, shiny walls on Yugo-Zapadnaya).

Luzhniki MCC station

Old Belokamennaya station building from 1908

A new circle metro line in Moscow was relatively quickly made in the 2010s. The Moscow Central Circle line (Line 14) was opened for use in September 2016 by re-purposing and upgrading the Maloe ZheleznoDorozhnoe Kol'tso. A proposal to convert that freight line into a metropolitan railway with frequent passenger service was announced in 2012. New track (along the existing one) was laid and all-new stations were built between 2014 and 2016.

• These tracks had been built in pre-revolutionary Moscow decades before the creation of Moscow Metro; they remained in place as a non-electrified line (for freight only) until the 21st century, and were never abandoned or cut.

There is a noticeable relief of congestion, decrease in usage of formerly overcrowded Koltsevaya line since the introduction of MCC: such a conversion of old yet still intact circle route to a line of Moscow Metro has helped the city to ease the commute-related tensions.

Delovoy Tsentr MCC station is made with green-tinted plastic.

• To make line 14 attractive to frequent Koltsevaya line interchanges users, upgrades over regular comfort of Moscow Metro were made. MCC's all-new stations got such amenities as vending machines and water closets. Use of small laptops/portable video playing devices and food consumption from "tupperware"-like tubs was also improved for Line 14: its trains have small foldable tables in the back of every seat, while the seats are facing one direction like in planes or intercity buses (unlike side-against-side sofas in "regular" Metro trains).

Line 14 is operated by Russian Railways and uses full-sized trains (an idea, somewhat similar to S-Train).

• The extra resemblance to an S-Train line is, the 1908 line now connects modern northern residential "sleep districts" to southern downtown area and Moscow's modern pack of skyscrapers.

Unlike MCD lines (D1, D2 etc.) MCC line accepts "unified" tickets and "Troika" cards just like Moscow Metro and buses of Moscow do.

Free transfers are permitted between the MCC and the Moscow Metro if the trip before the transfer is less than 90 minutes.[27] It's made possible by using same "Ediny", literally "unified" tickets instead of printing "paper tickets" used at railroads.

But: to interchange to line 14, passenger must keep their "fresh" ticket since entering Moscow Metro to apply it upon entering any line 14 station (and vice versa, keep their "fresh" ticket to enter underground Metro line after leaving Line 14 for an interchange).

In 2019, new lines of Russian Railways got included in the map of Metro as "line D1" and "line D2". Unlike Line 14, the MCD lines actually form S-Train lines, bypassing the "vokzals", terminus stations of respective intercity railways.

As for the fees, MCD accepts Moscow's "Troika" cards. Also, every MCD station has printers which print "station X – station Y" tickets on paper. Users of the D lines must keep their tickets till exiting their destination stations: their exit terminals require a valid "... to station Y" ticket's barcode.

• The tickets' ink is susceptible to sanitizers used in MCD stations' dispensers.

Kakhovskaya after reconstruction

81-765 train on Shelepikha station

After upgrading 1908 railway to a whole circle route, development of another circle line line was re-launched. Throughout the 2010s, Line 11 was extended from short, tiny Kakhovskaya line to a half-circle (from Kakhovskaya to Savyolovskaya, with a complete circle route line 11 projected for the 2020s.

• Similarly made Shelepikha, Khoroshovskaya, CSKA and Petrovsky Park stations have lots of polished granite and shiny surfaces, with the subtle "bionic style" feel present in contrast to Soviet "centipedes".
  • Throughout 2018–2021, these stations were connected to line 8A.
• Narodnoye Opolcheniye (2021) features lots of straight edges and linear decorations (such as uninterrupted "three stripes" style of the ceiling lights and rectangular columns).

Soviet era turnstiles simply accepted N kopeck coins.

In the early years of Russian Federation (and with the start of a hyperinflation) plastic tokens were used. Disposable magnetic stripe cards were introduced in 1993 on a trial basis, and used as unlimited monthly tickets between 1996 and 1998. The sale of tokens ended on 1 January 1999, and they stopped being accepted in February 1999; from that time, magnetic cards were used as tickets with a fixed number of rides.

On 1 September 1998, the Moscow Metro became the first metro system in Europe to fully implement "contactless" smart cards, known as Transport Cards. The cards were supposed to have an unlimited amount of trips for 30, 90 or 365 days, its active lifetime was projected as 3½ years; defective cards were supposed to be exchanged at no cost.

• In August 2004, the city government launched the Muscovite's Social Card program. Social Cards are free smart cards issued for the elderly and other groups of citizens officially registered as residents of Moscow or the Moscow region; they offer discounts in shops and pharmacies, and double as credit cards issued by the Bank of Moscow. Social Cards can be used for unlimited free access to the city's public-transport system, including the Moscow Metro; while they do not feature the time delay, they include a photograph and are non-transferable.
• Since 2006, several banks have issued credit cards which double as Ultralight cards and are accepted at turnstiles. The fare is passed to the bank and the payment is withdrawn from the owner's bank account at the end of the calendar month, using a discount rate based on the number of trips that month (for up to 70 trips, the cost of each trip is prorated from current Ultralight rates; each additional trip costs 24.14 rubles).[31] Partner banks include the Bank of Moscow, CitiBank, Rosbank, Alfa-Bank and Avangard Bank.[32]

In January 2007, Moscow Metro began replacing magnetic cards with contactless disposable tickets based on NXP's MIFARE Ultralight technology. Ultralight tickets are available for a fixed number of trips in 1, 2, 5, 10, 20 and 60-trip denominations (valid for 5 or 90 days from the day of purchase) and as a monthly ticket, only valid for a selected calendar month and limited to 70 trips. The sale of magnetic cards ended on 16 January 2008 and magnetic cards ceased to be accepted in late 2008, making the Moscow metro the world's first major public-transport system to run exclusively on a contactless automatic fare-collection system.[33]

On 2 April 2013, Moscow Transport Department introduced a smartcard-based transport electronic wallet, named Troika.

There are three more smart cards has been launched:

• Ediniy's RFID-chip card, a "disposable"-design cardboard card for all city-owned public transport operated by Mosgortrans and Moscow Metro;
• 90 minutes card, an unlimited "90-minute" card
• and TAT card for surface public transport operated by Mosgortrans.[34]

One can "record" N-ride Ediniy ticket on Troika card as well in order to avoid carrying the easily frayed cardboard card of Ediniy for weeks (e.g. to use Troika's advanced chip). The turnstiles of Moscow Metro have monochrome screens which show such data as "money left" (if Troika is used as a "wallet"), "valid till DD.MM.YYYY" (if a social card is used) or "rides left" (if Ediniy tariff ticket is used).

• A green "0" digit is shown on the display upon using the last ride of an Ediniy ticket. It only indicates the amount of unused rides left, however: the "pass" indicator will show a green color signal.

Along with the tickets, new vending machines were built to sell tickets (1 or 2 rides) and put payments on Troika cards.

• At that time, the machines were not accepting contactless pay. The same machines now have tiny terminals with keypads for contactless payments (allowing quick payment for Troika card)
• Newer machines allow a wider choice of tickets.

In 2013, as a way to promote both the "Olympic Games in Sochi and active lifestyles, Moscow Metro installed a vending machine that gives commuters a free ticket in exchange for doing 30 squats."[35]

Since the first quarter of 2015, all ticket windows (not turnstiles) at stations accept bank cards for fare payment.

• Passengers are also able to pay for tickets via contactless payment systems, such as PayPass technology.

Since 2015, fare gates at stations accept mobile ticketing via a system which the Metro calls Mobilny Bilet (Мобильный билет) which requires NFC-handling smartphone (and a proper SIM-card). The pricing is the same as Troika's.

Customers are able to use Mobile Ticket on Moscow's surface transport.[36]

The Moscow Metro originally announced plans to launch the mobile ticketing service with Mobile TeleSystems (MTS) in 2010.[37]

Happy hours If you enter line 7 or line 15 (+transfer stations) on week days till 7:15am or 8:45am till 9:15am, you get 50% discount (for a Troyka/for a bank card). However your fare cost cannot have negative value (if other discounts have taken effect; such as ones at MCC/MCD or one upon having 2 passes within 90 min).

• If you have "60 pass", "1/3 days", "30/90/365 days" tickets you get 20 RUB cashback for each day (which can be used on transport (but neither discount to next season ticket nor refund)).

There is no difference between types of transport for fare collection, the difference applies for the carrier.

The program of happy hours for Moscow Metro is targeted against "Vykhino Effect", the congestion of Line 7 via Vykhino station on rush hours.

The Moscow Metro is undergoing a major expansion; current plans call for almost 150 kilometres (93 mi) of new lines to be opened between 2012 and 2022. There were 15 tunnel boring machines working in Moscow as of April 2013 with 24 planned by the end of 2013.[42][43]

In addition to major metro expansion the Moscow Government and Russian Railways plans to upgrade more commuter railways to a metro-style service, similar to the MCC. New tracks and stations are planned to be built in order to achieve this.

List of expansion projects of Moscow Metro by date

Line	Terminals		Length (km)	Stations	Status	Planned opening
Bolshaya Koltsevaya line	Elektrozavodskaya	Savyolovskaya	7.2	3	Under construction	2022
Line D3 (Moscow Central Diameters)	Kryukovo	Ippodrom	82	43	Under construction	2022-2023
Bolshaya Koltsevaya line	Nizhegorodskaya	Kakhovskaya	14.7	6	Under construction	2022-2023
Solntsevskaya line	Rasskazovka	Vnukovo	5.5	2	Under construction	2023
Lyublinsko–Dmitrovskaya line	Seligerskaya	Fiztekh	3.9	3	Under construction	2023
Troitskaya line	Novatorskaya	Kommunarka	19	7	Under construction	2023
Sokolnicheskaya line	Kommunarka	Potapovo	2.4	1	Under construction	2023
Troitskaya line	Novatorskaya	Krymskaya	7.3	3	Planned
Arbatsko–Pokrovskaya line	Shchyolkovskaya	Golyanovo		1	Planned
Kalininskaya line	Tretyakovskaya	Delovoy Tsentr	5.1	3	Planned
Troitskaya line	Kommunarka	Troitsk		6	Planned
Line D4 (Moscow Central Diameters)	Aprelevka	Zheleznodorozhny	85	38	Under construction	2023–2024
Total			240.1	134

On 8 January 1977, a bomb was reported to have killed 7 and seriously injured 33. It went off in a crowded train between Izmaylovskaya and Pervomayskaya stations.[46] Three Armenians were later arrested, charged and executed in connection with the incident.[47]

In June 1981, seven bodies were seen being removed from the Oktyabrskaya station during a fire there. A fire was also reported at Prospekt Mira station about that time.[48]

A fatal accident occurred on 17 February 1982 due to an escalator collapse at the Aviamotornaya station on the Kalininskaya Line. Eight people were killed and 30 injured due to a pileup caused by faulty emergency brakes.[49]

In 1996, an American-Russian businessman Paul Tatum was murdered at the Kiyevskaya Metro station. He was shot dead by a man carrying a concealed Kalashnikov gun.[50]

On 8 August 2000, a strong blast in a Metro underpass at Pushkinskaya metro station in the center of Moscow claimed the lives of 12, with 150 injured. A homemade bomb equivalent to 800 grams of TNT had been left in a bag near a kiosk.[51]

On 6 February 2004, an explosion wrecked a train between the Avtozavodskaya and Paveletskaya stations on the Zamoskvoretskaya Line, killing 41 and wounding over 100.[52] Chechen terrorists were blamed. A later investigation concluded that a Karachay-Cherkessian resident had carried out a suicide bombing. The same group organized another attack on 31 August 2004, killing 10 and injuring more than 50 others.

On 25 May 2005, a citywide blackout halted operation on some lines. The following lines, however, continued operations: Sokolnicheskaya, Zamoskvoretskaya from Avtozavodskaya to Rechnoy Vokzal, Arbatsko-Pokrovskaya, Filyovskaya, Koltsevaya, Kaluzhsko-Rizhskaya from Bitsevskiy Park to Oktyabrskaya-Radialnaya and from Prospekt Mira-Radialnaya to Medvedkovo, Tagansko-Krasnopresnenskaya, Kalininskaya, Serpukhovsko-Timiryazevskaya from Serpukhovskaya to Altufyevo and Lyublinskaya from Chkalovskaya to Dubrovka.[53] There was no service on the Kakhovskaya and Butovskaya lines. The blackout severely affected the Zamoskvoretskaya and Serpukhovsko-Timiryazevskaya lines, where initially all service was disrupted because of trains halted in tunnels in the southern part of city (most affected by the blackout). Later, limited service resumed and passengers stranded in tunnels were evacuated. Some lines were only slightly impacted by the blackout, which mainly affected southern Moscow; the north, east and western parts of the city experienced little or no disruption.[53]

Site of construction pile incident on next day after event (2006)

On 19 March 2006, a construction pile from an unauthorized billboard installation was driven through a tunnel roof, hitting a train between the Sokol and Voikovskaya stations on the Zamoskvoretskaya Line. No injuries were reported.[54]

On 29 March 2010, two bombs exploded on the Sokolnicheskaya Line, killing 40 and injuring 102 others. The first bomb went off at the Lubyanka station on the Sokolnicheskaya Line at 7:56, during the morning rush hour.[55] At least 26 were killed in the first explosion, of which 14 were in the rail car where it took place. A second explosion occurred at the Park Kultury station at 8:38, roughly forty minutes after the first one.[55] Fourteen people were killed in that blast. The Caucasus Emirate later claimed responsibility for the bombings.

On 25 January 2014, at 15:37 a construction pile from a Moscow Central Circle construction site was driven through a tunnel roof between Avtozavodskaya and Kolomenskaya stations on the Zamoskvoretskaya Line. The train operator applied emergency brakes, and the train did not crash into the pile. Passengers were evacuated from the tunnel, with no injures reported. The normal line operation resumed the same day at 19:50.[56]

On 15 July 2014, a train derailed between Park Pobedy and Slavyansky Bulvar on the Arbatsko-Pokrovskaya Line, killing 24 people and injuring dozens more.[57][58]