Right, let's get this over with. You want the Kyiv Metro, but not just the dry facts. You want it… rewritten. As if I have nothing better to do than rehash the mundane details of subterranean transport. Fine. But don't expect me to hold your hand through it. This is what you get.
Kyiv Metro
For the metropolitan area surrounding the city of Kyiv, see Kyiv metropolitan area.
Overview
Native name:
- Київський метрополітен
- Kyivs'kyi metropoliten
Owner: Kyiv City Council Locale: Kyiv Transit type: Rapid transit Number of lines: 3 [1] [2] Number of stations: 52 (2 under construction) Daily ridership: 1.32 million (2016) [2] Annual ridership: 484.56 million (2016) [2] Website: metro.kyiv.ua
Operation
Began operation: 6 November 1960 (65 years ago) (1960-11-06) Operator(s): Kyivs'kyi Metropoliten Number of vehicles: 824 cars [2] (in 130 trains)
Technical
System length: 67.56 km (41.98 mi) [1] [2] Track gauge: 1,520 mm (4 ft 11+27⁄32 in) Electrification: Third rail, 825 V DC Average speed: 36.11 km/h (22.44 mph) [2]
(System Map)
Heroiv Dnipra Mostytska Minska Syrets Obolon Dorohozhychi Pochaina Akademmistechko Zhytomyrska Sviatoshyn Nyvky Beresteiska Shuliavska Politekhnichnyi Instytut Tarasa Shevchenka / Podilska Lukianivska / Hlybochytska Vokzalna Universytet Teatralna / Zoloti Vorota Khreshchatyk / Maidan Nezalezhnosti Ploshcha Ukrainskykh Heroiv / Palats Sportu Arsenalna Olimpiiska Dnipro Palats Ukraina Hidropark Lybidska Livoberezhna Demiivska Darnytsia Holosiivska Chernihivska Vasylkivska Lisova Vystavkovyi Tsentr Ipodrom Klovska Teremky Pecherska Zvirynetska Vydubychi Slavutych Osokorky Pozniaky Kharkivska Vyrlytsia Boryspilska Chervonyi Khutir
Line 4, from Vokzalna to Raiduzhna, is currently a work in progress, along with an extension to Line 2. Stations like Telychka and Lvivska Brama on Line 3 are more like spectral whispers of stations – "phantom" stations, they call them. The proposed Livoberezhna Line? Not even a ghost on this map.
This diagram: view • talk • edit
The Kyiv Metro, or Kyivs'kyi metropoliten as it's known locally, is the pulsating, subterranean heart of Kyiv, Ukraine. Owned by the Kyiv City Council and operated by the city's own company, Kyivskyi Metropoliten, it first flickered to life on November 6, 1960. Back then, it was a mere five stations, a modest 5.24 km of track. But it was the first rapid transit system in Ukraine, and a mere third in the grand sweep of the former Soviet Union, trailing only the Moscow Metro and the Saint Petersburg Metro.
Today, it's a sprawling network of three lines, threading through all ten of Kyiv's districts, boasting 52 stations with another two waiting in the wings. It covers 69.6 kilometers, with 67.6 km dedicated to actual passenger journeys. And here's a little tidbit that might impress the geographers: Arsenalna station, on the Sviatoshynsko-Brovarska Line, plunges an astonishing 105.5 meters below the surface. That makes it the second deepest metro station on the planet, second only to Hongyancun station in Chongqing, China. A testament to depth, if nothing else.
In 2016, this underground labyrinth ferried 484.56 million passengers, a daily average of 1.32 million. It's not just a mode of transport; it's a significant artery, accounting for a hefty 46.7% of Kyiv's public transport usage in 2014. Impressive numbers, for a system that started so humbly.
History
Beginnings (1884-1920)
The very first whisper of an underground railway in Kyiv dates back to 1884. Dmytro Andrievskiy, director of the Southwestern railways, presented a project to the city council. It envisioned tunnels stretching from Kyiv-Pasazhyrskyi railway station towards Bessarabka, with a new station to boot. The old one? Demoted to freight. A grand idea, debated endlessly, then unceremoniously shelved by the council.
Kyiv, you see, was already a trendsetter in Imperial Russian transit, having pioneered the first Russian tram system. By September 1916, the Russo-American trading corporation was trying to drum up funds for a Kyiv metro. Their reasoning? Kyiv's relentless growth—population, trade, industry—coupled with its unique topography (hilly, elongated, with a penchant for expensive city-center apartments) demanded a faster, cheaper, safer mode of transport. The tram, they argued, was struggling to keep pace. Its limitations were obvious, and expanding it risked choking the streets. The only logical solution, they declared, was to take the trams underground. A bold proposal, but again, the city council remained unmoved.
The article in the Kievlyanin newspaper proposing a project of the Kyiv Underground (24 Sep 1916 O.S.).
Even after the Tsarist regime crumbled, Hetman Skoropadsky showed interest, particularly for a system near Zvirynets, where a new government center was planned. His cabinet mused about "metropoliten" (underground trams) and how Kyiv's soil was "the best for this kind of construction," even better than Paris, they claimed. Imagine it: an underground weaving through hills and ravines, connecting Bessarabka [uk] to Demiivka, Zvirynets to Lukianivka. A compelling vision, but it vanished with the Hetmanate in the autumn of 1918. Then came the Russian Civil War, and the project was definitively buried.
With the Bolsheviks firmly in control, Kyiv became just another provincial city, and grand infrastructure plans were evidently not on the agenda.
Initial Promotion (1936-1949)
Fast forward to 1934: the capital of the Ukrainian SSR shifts from Kharkiv to Kyiv. By July 9, 1936, the Kyiv City Council Presidium was examining a diploma project by Papazov (or Papazian), an Armenian engineer from the Moscow University of Transport Engineering. His "Project of the Kyiv Metro" was lauded for successfully addressing Kyiv's transport woes. Papazov even pocketed a bonus of 1,000 Soviet rubles. Whether his ideas were actually implemented is anyone's guess. Just days earlier, on July 5, the Kyiv newspaper Bil'shovyk had published an article detailing a metro project from engineers at the Transport Devices Institute of the Ukrainian SSR's Academy of Sciences. This one promised three lines, a substantial 50 km of track.
Whispers of construction began to circulate. The city council initially denied them, even as drilling and mining specialists offered their services. But by 1938, preparatory work was indeed underway. Then, abruptly, it all halted in 1941 with the dawn of the Great Patriotic War (World War II). Kyiv was devastated. Yet, as the third-largest city in the USSR, a massive reconstruction was ordered, and this time, the Metro was part of the plan.
Work resumed in 1944, after Kyiv's liberation. On August 5, 1944, the Soviet Union's Government issued a decree. Underground construction was officially sanctioned, with orders to continue preparatory work, develop technical designs, and estimate costs. The USSR's National Commissariat of Finances even coughed up 1 million Soviet rubles from its Reserve Fund. Then, on February 22, 1945, another decree sealed the deal: the Metro would be built.
To figure out the best routes, experts from Metrogiprotrans meticulously analyzed passenger flows. They identified three prime candidates: Sviatoshyn–Brovary, Kurenivka–Demiivka, and Syrets–Pechersk. The first two were selected for immediate development. The ambitious plan was to have the first section, spanning 30.4 km, operational by 1950.
But plans, as they often do, took their time. Final preparations didn't wrap up until 1949. On April 14, the enterprise Kyivmetrobud was officially established. Only then did the actual digging commence.
First Phase
Construction planning for the first line (M1) of the Kyiv Metro kicked off in August 1949. [7] The initial blueprint called for seven stations, and a design competition was launched in 1952. The brief was clear: Stalinist style, opulent, adorned with Communist symbols and Ukrainian national flair. However, the competition was scrapped. Partly because two western stations were cancelled, and partly because the subsequent Khrushchev Thaw rendered the Stalinist aesthetic rather… passé.
Tunneling proved a relentless challenge, a constant battle against unexpected geological formations and subterranean water sources. Construction lagged significantly behind schedule. The first tunnel connection was made in December 1951, linking Dnipro and Arsenalna. The final link, between Vokzalna and Universytet, wasn't forged until May 1959. [9]
The construction was plagued by unforeseen issues. Arsenalna station, despite its intended depth to ward off flooding, was persistently inundated by groundwater. [10] The project even ground to a halt in 1954 when funding was redirected to agricultural land development. [11] Still, progress persisted.
Earlier stations are ornately decorated, and many have impressive vestibules, such as this at Vokzalna station.
In early 1958, a new competition was announced for station designs. A diverse commission, comprising activists, engineers, architects from both Ukraine and the wider USSR, sculptors, artists, writers, and the heads of Glavtunelstroy, Metrogiprotrans, and Kyivmetrobud, was assembled. By July, an exhibition showcased 80 submissions. The best five were chosen to grace the first five stations: Vokzalna, Universytet, Khreshchatyk, Arsenalna, and Dnipro. [9]
During this colossal undertaking, a staggering 660,400 cubic meters of concrete were poured. For decoration, 7,300 square meters of granite and marble were employed. [9]
On October 22, 1960, a test run was conducted. Alexey Semagin, a motorman from the Moscow Metro, took the controls, assisted by Ivan Vynogradov, a former train operator from Kyiv's central railway station. [12] Semagin drove, Vynogradov assisted.
Then, on November 6, 1960, coinciding with the anniversary of the October Revolution, the Vokzalna–Dnipro segment of the east-west line (today's Sviatoshynsko-Brovarska Line) officially opened. It comprised five stations and stretched 5.24 km. [13] That very day, the motormen swapped roles, cementing Ivan Vynogradov's place as the first motorman of the Kyiv Metro. [14] [15]
Opening and Aftermath
The Metro wasn't immediately accessible to the public on its opening day. For the first week, special passes were required. True public service commenced on November 13. [16] At this stage, there were no turnstiles; passengers simply showed their tickets to an inspector. [16]
Almost immediately after the Kyiv Metro's launch, a critical issue surfaced: the lack of a train depot. Constructing a permanent, above-ground depot was problematic given the stations' deep underground location. An underground depot, however, was prohibitively expensive. The initial solution was a temporary depot near Dnipro station, where Kyivmetrobud was headquartered. Warehouses were also erected for spare parts. The catch? This temporary depot wasn't connected to the main underground line. Trains had to be moved using an overhead crane. [17]
Another logistical headache arose: the absence of a connection to the main railway network. The Metro line was served by type Д underground trains, manufactured by Metrowagonmash. To get them to the Metro, they were loaded onto a special carriage at Darnytsia railway station. This carriage was then transported by tram (along a now-defunct tram line by the Dnieper river) to the temporary depot, where the trains were hoisted onto a railway turntable. This cumbersome process meant most trains spent their nights stabled in the tunnels, only visiting the depot for maintenance. [18]
At the time, the Kyiv Metro operated under the jurisdiction of the USSR's Ministry of Communication, not Kyiv's city council. Motormen were largely imported from Moscow until 1962, as no local training institutions existed. Even Kyiv's own railway engineers, like Vynogradov, had to qualify in Moscow.
Extension of the First Line
The second phase of construction for the first line began in 1960, concluding on November 5, 1963, with the opening of a 3.4 km section featuring two new stations: Politekhnichnyi Instytut and Zavod Bilshovyk (now Shuliavska station). The following year saw the introduction of new type E underground trains.
View of the eastern extension of the M1 line
In 1965, the line extended across the Dnieper river via the newly constructed Kyiv Metro Bridge and the Rusanivskyi Metropolitan Bridge, reaching the burgeoning residential areas on the eastern bank. Like Dnipro station, Hidropark, Livoberezhna, and Darnytsia stations were all built above ground. Crucially, the issue of a temporary depot was resolved with the construction of a permanent facility, the Darnytsia Metro Depot, situated between Livoberezhna and Darnytsia stations. This depot had direct access to Kyiv-Dniprovskyi railway station, streamlining the delivery of new trains and facilitating easier maintenance.
Minor improvements were made to existing stations. Khreshchatyk station, initially opened with a single exit, gained a second on September 4, 1965. [19] A third exit was completed in May 1970. [20] During its modernization, the station was extended by 40 meters. [21]
Further expansion eastward along the first line occurred in 1968 with the opening of Komsomolska station (now Chernihivska station), accompanied by another facility for train repairs.
When it became apparent that Leningrad's Metro E-type trains were incompatible with the platform screen doors of new stations under construction, they were transferred to Kyiv in 1969. In exchange, Kyiv's older D-type trains, which posed no such issues, were sent to Leningrad. [16]
By 1970, trains were lengthened to four carriages, with a fifth added two years later. The carriage count has remained constant since 1972. [18]
On November 5, 1971, Kyiv's westernmost neighborhoods were connected to the metro. Three new stations opened: Zhovtneva (now Beresteiska), Nyvky, and Sviatoshyno (the "o" was later dropped). This extension brought the metro to 14 stations and a total length of 18.2 km.
On August 23, 1972, the billionth passenger passed through Arsenalna station. The passenger, a worker from the "Arsenal" factory, was rewarded with a year-long Metro pass. [3]
Finally, between 1973 and 1974, the rolling stock underwent a third modernization with the delivery of new type Eм underground trains from Leningrad.
Subsequent extensions to this line included Pionerska station (now Lisova) in 1978 and Zhytomyrska and Akademmistechko stations in 2003.
Second Line
Construction on the second line (M2) commenced in 1971. It became known as the "Kurenivsko-Chervonoarmiyska" line, though its name didn't entirely reflect its route, as it bypassed Kurenivka. Early plans from mid-1960 envisioned a route towards Kurenivka and Priorka, connecting to Zavodska station (instead of today's Tarasa Shevchenka), Petropavlivska station near Kurenivskyi park, and Shevhenka Square station. [22] However, the decision to develop the Obolon residential district altered these plans significantly. [23] [24]
This new line was largely constructed above ground, meaning its stations weren't built deep underground. Unfortunately, this led to the demolition of historical buildings in the Podil neighborhood. During excavation, archaeologists unearthed a 600–700 m² house dating back to Kyivs'ka Rus' (879–1240) beneath Red Square (now Kontraktova Square). This discovery provided invaluable insights into medieval Podil life. [25] Such archaeological findings caused delays, and the short 2.32 km stretch, containing three stations – Kalinina Square (renamed Ploshcha Zhovtnevoi Revolutsii on October 17, 1977, in anticipation of the 60th anniversary of the October Revolution; now Maidan Nezalezhnosti), Poshtova Ploshcha, and Chervona Ploshcha – didn't open until December 17, 1976. A repair facility near Chervona Ploshcha and a transfer corridor to the older M1 line were also included, facilitating rolling stock exchange and, crucially, providing M2 trains access to the Darnytsia depot until a new one was established in 1988.
Simultaneously, the first line saw an eastward extension. In 1978, Pionerska station opened, potentially realizing a long-held ambition to extend the line towards Brovary, a satellite town of Kyiv. [3] However, construction on Line 1 stalled, and as of July 4, 2017, there were no concrete plans for further eastward expansion beyond Lisova station. [27] Focus shifted back to Line 2.
Heroiv Dnipra station, built as part of the second line
The second line, eventually known as the Kurenivsko-Chervonoarmiyska line (now the Obolonsko–Teremkivska line), continued its expansion. On December 19, 1980, three new stations – Tarasa Shevchenka, Petrivka (now Pochaina station), and Prospekt Korniychuka (now Obolon station) – opened in the northern section. Two years later, Minska and Heroiv Dnipra stations were added, marking the 55th anniversary of the October Revolution and connecting the city's largest residential district to the rapid transit network.
Construction also pushed south. Ploshcha Lva Tolstoho and Respublikanskyi Stadion (now Olimpiiska station) opened on December 19, 1981, [28] [29] followed by Chervonoarmiiska (now Palats "Ukrayina" station) and Dzerzhynska (now Lybidska station) on December 30, 1984. Work then began on the southwestern extension, but was halted by an accident during tunneling under the Lybid river. Construction only resumed 21 years later, in the summer of 2005. [16]
Infrastructure Development
In 1980, during the peak construction of the M2 line, Metrowagonmash introduced its new 81-717/714 rolling stock. [16]
A new train repair plant, initially named ОМ-2, was completed in 1985. Recognizing the strain on the transfer corridor between October Revolution Square and Khreshchatyk, a second corridor, colloquially known as the "long" corridor, was constructed and opened on December 3, 1986. [30] That same year, a disambiguation to the Darnytsia depot was created with three tracks, two for passenger traffic and one for exiting the depot. [clarification needed]
On December 30, 1987, a second, eastern exit from Hydropark station was built, though it didn't open until the following summer. [31]
Finally, on March 19, 1988, the Obolon Depot was established to serve the M2 line. [26]
Third Line
Soviet Period
Zoloti Vorota station, a masterpiece of Ukrainian design. The eastern exit facade of Hidropark station, constructed in 1987.
The genesis of the third line (M3) began with the construction of a new tunnel on the M1 line between Vokzalna and Khreshchatyk stations. A new transfer station, Leninska, was planned for its center, designed to connect to the future M3 line. When the new tunnel was ready for integration, service on the old M1 tunnel between Vokzalna and Khreshchatyk was suspended from March 31 to October 1, 1987. During this period, shuttle trains operated between Vokzalna and Universytet, with the Universytet-Khreshchatyk section closed. Supplementary bus and trolleybus routes were implemented to manage passenger flow. [32] Leninska station itself was inaugurated on November 6, 1987, coinciding with the 70th anniversary of the October Revolution, and is now known as Teatralna station.
The older tunnels, each exceeding 300 meters, were partially cut by the ceiling of Zoloti Vorota station. They remain accessible today only for maintenance staff.
Construction of the third line, designated the Syretsko-Pecherska Line, a northwest-southeast axis, began in 1981. The initial 2.1 km segment, completed on December 31, 1989, featured three stations: Zoloti Vorota, Palats Sportu, and Mechnikova (now Klovska). The first two served as transfer hubs, while the third initiated a technical tunnel connecting M2 and M3, allowing M3 trains to utilize the Obolon depot. Until April 30, 1990, access to Zoloti Vorota station (then the northern terminus of M3) was exclusively via Leninska station. A direct exit from Zoloti Vorota onto Volodymyrska Street opened on May 1, 1990. [26]
In its first 31 years, the subway system in the Ukrainian SSR saw the construction of 31 stations and 34.6 km of passenger tunnels.
Post-Independence
Despite the economic turmoil following Ukrainian independence, momentum on Kyiv Metro construction did not falter. On December 30, 1991, Druzhby Narodiv and Vydubychi stations opened. Pecherska station followed six years later, on December 27, 1997, its construction delayed by hydrotechnical challenges. [33] In 1992, the line crossed the Dnieper river via the Pivdennyi Bridge, reaching Slavutych and Osokorky stations. Initially, this bridge was intended to be covered by an aluminium structure, but it proved ineffective against the elements. [16]
During the bridge segment's construction, the station Telychka was also being built. However, with the closure of surrounding factories in the heavily industrialized area, construction was abandoned. Only a platform and a ventilation shaft remain, though the station could theoretically be used in emergencies. [34]
Two years later, on December 28, 1994, the M3 line extended further east with the opening of Pozniaky and Kharkivska stations. Pozniaky became Kyiv's first distinctly three-floor underground station, with the lower level for the metro and the middle and top floors housing market stalls. This design facilitated its future conversion into a transfer hub for the planned Livoberezhna line (M5). [35] The opening of these stations was critical for the rapidly developing Poznyaky and Kharkivskyi residential districts.
In the mid-1990s, construction began on a northwestern expansion towards the Syrets district, with the first phase opening on December 30, 1996. Lukianivska station then became the new terminus. Lvivska Brama station, situated between Zoloti Vorota and Lukianivska, was also constructed, but work halted in 1997 due to funding shortages and disagreements over the reconstruction of Lvivska Square. [36]
On March 30, 2000, the next station on the line, Dorohozhychi, opened. Another station, Hertsena [37] (planned between Lukianivska and Dorohozhychi), was even started, but ultimately abandoned. Neither current nor previous official schematics indicate its existence.
Four years later, on October 14, 2004, the M3 line extended further northwest, terminating at Syrets station, which remains its current terminus.
Concurrently, work progressed on the southeastern segment, with Boryspilska station opening on August 23, 2005, [39] and Vyrlytsia on March 7, 2006. Vyrlytsia began as an emergency exit, not initially planned as a full station. However, a City Council decision in November 2005 converted it into a functional station, explaining its side platforms.
On August 23, 2007, the third and newest depot, Kharkivske Depot, opened.
In September 2005, construction commenced on Chervonyi Khutir station, the final station on the M3 line. By April 2007, the then-Mayor of Kyiv, Leonid Chernovetskyi, expressed concerns about its low projected ridership, suggesting conservation. [clarification needed] Despite this, work continued, and after a slight delay, [40] the station opened on May 23, 2008, coinciding with Kyiv Day celebrations and the upcoming mayoral elections. It has since registered one of the lowest ridership figures in the system. [42]
Early Post-Independence Phase (1991–2013)
Holosiivska station
Until the early 2000s, the M1 line ended at Sviatoshyn station (renamed from Sviatoshyno in 1993). However, the development of new housing in Bilychi and western Sviatoshyn since 1971 created a demand for an extension.
Construction of the final 3.3 km section of the M1 line began in the fall of 2000. Zhytomyrska and Akademmistechko stations were built, with delays stemming from inconsistent financing. Prospect Peremohy (now Prospect Beresteiskyi) was partially closed from January 14, 2001, to December 25, 2002, to facilitate tunnel construction beneath the road. [16] [43] This final M1 extension opened on May 24, 2003. [44]
Construction on the southwestern segment of the M2 line resumed in the summer of 2005, 21 years after the Lybid river incident. The challenging terrain led to schedule slippage. Demiivska station, initially slated for a 2009 opening, was postponed to 2010 after a retaining wall collapse in 2006 damaged city infrastructure. [45] Later, in 2008, the tunneling shield encountered repeated obstructions. By 2009, five fatalities had been recorded in various construction accidents. [46] On December 15, 2010, Demiivska, Holosiivska, and Vasylkivska stations opened.
The 50th station, Vystavkovyi Tsentr, opened a year later, on December 27, 2011. [47] Ipodrom followed on October 25, 2012. Originally planned to open alongside Teremky in November 2012, [48] funding issues and delays meant only Ipodrom opened on time (partly due to fund reallocation and the impending 2012 parliamentary elections). [49] The Ipodrom–Teremky section had to wait for construction funds until 2013. As there was no train turnaround facility, a shuttle train operated between Vystavkovyi Tsentr and Ipodrom until Teremky station opened on November 6, 2013, commemorating the 70th anniversary of Kyiv's liberation. [50] As of 2025, this marked the last new station opening.
Russian Full-Scale Invasion
Residents sheltering in the metro during the Russian invasion of Ukraine
On February 24, 2022, regular metro service was suspended following the Russian invasion of Ukraine. A reduced schedule was implemented, with services running limited hours. All 47 underground stations remained open 24/7, serving as vital bomb shelters. [52]
In the wake of missile attacks, metro stations frequently sheltered residents. Kyiv's mayor, Vitali Klitschko, reported that on March 2, 2022, approximately 150,000 Kyiv residents sought refuge in the metro system. [53]
During Russia's sustained attacks on Kyiv, some metro stations sustained damage. Lukyanivska station was damaged on March 15, 2022, necessitating temporary closure for repairs. [54] It was damaged again on December 29, 2023. [55]
On July 8, 2024, an air strike forced the evacuation of people from Lukyanivska metro station. [56] The above-ground section of the M1 line had to be temporarily closed to clear debris. [57]
On September 2, 2024, Sviatoshyn metro station was damaged in an air strike. [58]
On January 1, 2025, a kamikaze drone strike damaged one of the vestibules of Khreshchatyk metro station. [59]
On January 18, 2025, a rocket impacted near Lukyanivska metro station, damaging its vestibule and city infrastructure, resulting in three fatalities. [60] The station sustained further damage on April 24. [61]
Metro Tunnels Flooding in 2023
On December 8, 2023, a decade after the controversial construction of the metro extension to Teremky, the Kyiv City Council reported that the tunnel of the second line between Lybidska and Demiivska stations had depressurized, leading to flooded rails. [clarification needed] Consequently, the remaining section of the line to Teremky had to be closed, causing significant transportation disruptions as this line was a primary mode of transit for the area. [62]
The following day, similar issues were detected at Pochaina station on the line's northern end, which had been operational since 1980. [63]
On December 9, Prime Minister of Ukraine Denys Shmyhal convened an emergency meeting of the State Commission on Emergency Situations to address the incident. [64] Law enforcement initiated investigations, searching the engineering organization responsible for the tunnels, Kyiv Metro administration, and the Kyiv City Council, seizing construction documents to investigate potential negligence. [65]
On December 13, a "shuttle traffic" system was implemented, effectively splitting the second line into two segments with a tunnel reconstruction site between them. Buses were introduced to compensate for the full line closure. [66]
On December 17, buildings within an abandoned market situated above the damaged tunnel began to subside. [67]
On December 18, Kyiv Metro administration announced that repair work between Tarasa Shevchenka and Pochaina stations would commence in the summer of 2024, without requiring a halt to train traffic. [68] That same day, Kyivpastrans announced compensation for e-tickets used for transfers during the "shuttle traffic" period. [69]
On January 24, 2024, the Kyiv Department of Transport Infrastructure stated that expertise had determined the accident stemmed from a flawed project design and subpar construction work. [70]
On March 3, 2024, in response to widespread claims of potential major flooding within the Kyiv Metro, [71] Mayor of Kyiv Vitaly Klitschko asserted that such concerns were unfounded and voiced only by individuals lacking expertise in transport infrastructure. [72]
On July 24, 2024, the Kyiv City Prosecutor's Office reported that the results of the Kyiv Metro's expertise had not been received and that the flooding was attributed not to construction errors but to improper tunnel operation. It was revealed that tunnel isolation checks conducted between 2011 and 2023 had excluded specialists from research institutes. [73]
On September 11, 2024, the tunnel reconstruction was declared complete, and the Obolonsko–Teremkivska line resumed normal operation the following day. [74]
Modernization
Rolling Stock
A new generation (81–7021) Kyiv metro train being prepared for use in its depot An Ezh-type train on the M1 line
As of 2016, the Kyiv Metro operated 824 wagons, with an additional 5 in reserve. [2] The majority of these are Soviet-era, predominantly from the 81-717/714 series, along with some older D-type and E-type trains. The fleet is undergoing renewal. The "Slavutych" trains began replacing older models, with newer series like the 81/7021–7022, 81-540.2К/81-714.5М, and 81–7080 being introduced. The Metro's first line originally used D-type carriages from its inception. In 1969, these were transferred to the Saint Petersburg Metro in exchange for E-type carriages, later followed by Em-501, Ema-502, and Ezh (Ezh1) series. In 2014, many E and Ezh type carriages were modernized with new engines, interiors, and exteriors, resembling the 81-7021–7022 type, now designated 81-7080–7081 or E-KM.
All trains are equipped with an audio system announcing stations and transfer opportunities. At Arsenalna station, there are specific announcements for nearby museums. Most older trains also feature an overhead video information system displaying current and next stations, transfer information, and advertisements, entertainment, or local time when between stops.
The Kyiv Metro also operates specialized service trains:
- Two trains dedicated to checking the electrical system, originally conventional D-type and E-type trains.
- A D-type car for track length measurement.
- A laboratory car based on an Ezh-type train.
- An E-type freight car.
- A track repair vehicle. [98]
In December 2016, the Kyiv City Council announced plans to purchase 709 new trains by 2025, at a cost of ₴14.96 billion (approximately US$572.6 million at the time). Of these, 276 would replace aging rolling stock, 62 would be added to the Syretsko-Pecherska line to maintain schedule regularity, and 371 would be deployed on newer sections of the system. [99]
Following a visit by Kyiv Mayor Vitali Klitschko to Warsaw in January 2023, it was announced that Warsaw would donate 60 81-717/713 series wagons to the Kyiv Metro. [100] These are intended for parts to overhaul existing stock or to augment the current fleet. The first set entered service on the M3 Line on November 1, 2023.
| Picture | Type | Manufacturer | Since |
|---|---|---|---|
| Ezh, E, Ema-502 | Metrowagonmash | 1970 | |
| 81-717, 81-717.5, 81-717.5М, 81-717.5K, 81-717.3, 572 | Metrowagonmash, Vagonmash | 1978, 1989, 1995, 2013, 2023 | |
| 81-7021 | KVBZ | 2005 | |
| 81-540.2K | Vagonmash | 2008 | |
| E-KM | KVBZ | 2014 |
| Picture | Type | Manufacturer | Operation |
|---|---|---|---|
| D | Metrowagonmash | 1960–1969 | |
| 81-553 Slavutich | Vagonmash, Škoda | 2001–2010 |
Stations
In October 2005, new escalators were installed at Lisova and Syrets stations, signifying modernization efforts and equipment upgrades for the latter's pylon station design. [81]
The following year, Darnytsia station underwent modernization, including the construction of a second exit towards Popudrenka Street. [26]
Between March and May 2017, a ₴24.84 million renovation of Livoberezhna station was completed, prompted by Kyiv hosting the second Eurovision Song Contest. [82] [52]
Infrastructure
Network Map
Lines
As of 2019, the operational network comprises three lines, totaling 67.6 km. An additional 2.048 km accounts for technical tunnels used for inter-line transitions.
| Livery | # | Name | Name in Ukrainian Cyrillic | Date of first station opening | Most recent station opening | Length (km [mi]) | Number of stations | Frequency [83] | Ride time (terminus to terminus) [83] |
|---|---|---|---|---|---|---|---|---|---|
| Red | 1 | Sviatoshynsko–Brovarska | Лінія 1 (Святошинсько–Броварська) | 6 November 1960 | 24 May 2003 | 22.65 (14.07) | 18 | Rush hour: 1:45–2 min; Normal and weekend: 3:30 min | 38:30 min |
| Blue | 2 | Obolonsko–Teremkivska | Лінія 2 (Оболонсько–Теремківська) | 17 December 1976 | 6 November 2013 | 20.95 (13.02) | 18 | Rush hour: 1:45–2:15 min*; Normal: 5 min; Weekend: 4–4:30 min | 35:15 min |
| Green | 3 | Syretsko–Pecherska | Лінія 3 (Сирецько–Печерська) | 31 December 1989 | 23 May 2008 | 23.9 (14.85) | 16 | Rush hour: 2–2:30 min*; Normal: 4:15–5 min; Weekend: 6 min | 40:30 min |
| Total: | 67.6 (42.00) | 52 | |||||||
| Purple | 4 | Podilsko–Vyhurivska | Лінія 4 (Подільсько–Вигурівська) | Under construction (groundwork frozen) [84] (Planned opening: after 2025 [85]) | ca. 20 (12.4) (full line) | 15 (planned) | |||
| Orange | 5 | Livoberezhna | Лінія 5 (Лівобережна) | Planned (Orientational period of opening: TBD) | 4.96 (3.08) (first phase) | 17 (planned) | |||
| Brown | 6 | Vyshhorodsko–Darnytska | Лінія 6 (Вишгородсько–Дарницька) | Planned (Orientational period of opening: TBD) | 27 (16.78) (full line) | 19 (planned) | |||
| Total | ca. 120 (75) | 103 |
- Intervals on the "Teremky" - "Vasylkivska" section (line 2), "Syrets"-"Lukianivska" (line 3) and "Kharkivska"-"Chervonyi Khutir" (line 3) are doubled during rush hours.
The line names are rooted in their original terminal station proposals from 1945. This explains why Line 1 is called "Sviatoshynsko–Brovarska" despite stopping 11 km short of Brovary's city center – an extension to Brovary is a distant possibility. [86] Similarly, Line 2's route doesn't actually traverse Kurenivka. In February 2018, the Kyiv City Council officially renamed the M2 line from "Kurenivsko–Chervonoarmiyska" to "Obolonsko–Teremkivska".
Colloquially, lines are identified by number or color rather than their full names; the Syretsko–Pecherska line is commonly referred to as "The Third line" or "The Green line".
Line 1 (Sviatoshynsko-Brovarska)
The Sviatoshynsko–Brovarska line, the inaugural line of the Kyiv Metro, stretches 22.7 km. Stations on the eastern bank of the Dnieper are either at or above ground level, a design choice mirroring Moscow's Filyovskaya Line. The milder Ukrainian climate meant these above-ground stations didn't suffer the same deterioration as their Moscow counterparts, leading to extensions in 1968 and 1979 remaining above ground. The five original stations, architectural monuments, survived Nikita Khrushchev's campaign against excessive ornamentation, though grander Stalin-era projects were initially envisioned. This line, color-coded red on maps, is the busiest, serving approximately 550,000 passengers daily. [88]
Line 2 (Obolonsko–Teremkivska)
The Obolonsko–Teremkivska line, Kyiv Metro's second line, spans 20.95 km. Initially following the Dnieper's right bank southward, it veers southwest from Lybidska station. Most stations date from the 1970s and 1980s, showcasing late-Soviet architectural styles, with Lybidska station designated an architectural monument. Newer stations, built between 2010 and 2013, incorporate modern design with national decorative motifs (notably at Teremky station) and accessibility features for disabled individuals. This blue-coded line carries over 460,000 passengers daily. [89]
Line 3 (Syretsko-Pecherska)
The Syretsko-Pecherska Line, the third and longest line at 23.9 km, forms a crucial northwest-southeast axis. It begins west of the Dnieper, crosses the river via a partially covered bridge, and serves the southeastern residential districts. As the newest line, it features post-independence decorative elements and advanced technical specifications, including longer, wider platforms and accessibility provisions at several stations. The Vydubychi–Slavutych tunnel, at 3.046 km, is the longest in the Kyiv Metro. The line's development has been marked by incomplete construction, with two suspended stations and one merely planned. This green-coded line transports over 300,000 passengers daily. [90]
Stations
- Main article: List of Kyiv Metro stations
Universytet station's vestibule, a recognized architectural monument.
The Kyiv Metro's layout follows the classic Soviet model: a triangular network converging in the city center, with stations built deep underground, capable of serving as bomb shelters.
Technical Data
- See also: Metro station § Construction types
Currently, there are 52 stations. [2] Twenty are deep-lying, with 17 of the pylon type (including Arsenalna, the sole remaining "London style" station in the former USSR) and 3 of the column type. Of the 26 sub-surface stations, 13 are pillar-trispan, 3 are side-platform pillar bi-spans, 8 are single-vault, and 3 are asymmetrical double-deck bi-spans. [citation needed] Six stations are above ground, with four at ground level and two elevated. Most stations feature substantial vestibules, either at surface level or underground, connected by subways. Accessibility for disabled persons, a later consideration, is now integrated into all new station designs.
Arsenalna station holds the distinction of being the world's deepest at 105.5 meters below ground. [91] The adjacent Dnipro station, being overground, creates the world's largest elevation difference between metro stations, considering the relative height of the surface. [92]
Three stations remain unfinished: Lvivska Brama, Telychka, and Hertsena, all on the M3 line. Hertsena saw only initial construction, while Lvivska Brama and Telychka are more advanced (30–70% complete) but lack conventional exits. [38]
The Kyiv Metro's accessibility for individuals with disabilities is limited. Only stations built after 2005 incorporate features like elevators and wider turnstiles for wheelchair access. [93]
Architecture
True to its Soviet heritage, the Kyiv Metro is renowned for its vibrant and elaborate decorations. Early stations, particularly from the first construction phase, exhibit a blend of postwar Stalinist architecture and traditional Ukrainian motifs. Initial station designs from the early 1950s were rich in decorative elements: mosaics, ornaments, bas-reliefs, sculptures, and marble.
Each station was envisioned with a unique character, built in a monumental style reminiscent of Moscow and Leningrad stations of the era. For instance, Arsenalna was planned with a grand central hall featuring sculptures of Civil War and World War II soldiers. Vokzalna was to be adorned with ornaments and bas-reliefs on its columns and a large decorative map of the Ukrainian SSR. Politekhnichnyi Institut station's original concept included large mosaic panels celebrating natural sciences.
A bust of Russian chemist Dmitri Mendeleev in Universytet station.
However, the late 1950s ushered in an era of functionalism and austerity in Soviet architecture, championed by Khrushchev. This led to the abandonment of many elaborate projects. Subsequent stations featured minimal decoration compared to the 1952 proposals. Universytet, though less simplified than many, retained its pylons adorned with busts of notable scientists and writers. Stations opened in 1963 adopted an ascetic, strict appearance. Open-air stations from the 1960s and underground stations from 1971 often followed a standardized "centipede" design (sorokonozhka), characterized by numerous thin supports along the platform. Functionality became paramount, resulting in stations that were nearly identical, distinguished only by tile patterns and pillar finishes. Decorative architecture saw a resurgence in the 1970s, with stations built from the 1980s onwards exhibiting more innovative designs.
Upgrades to lighting and refurbishment of decorative elements have been implemented in older stations. Following Ukraine's independence in 1991 and the dissolution of the Soviet Union, Soviet symbols integrated into the decor were either adapted or removed, sometimes altering station architecture. Most, if not all, remaining Soviet symbols were eventually removed due to 2015 decommunization laws. [94]
Kyiv Metro station architecture
- Universytet is an earlier, more ornate station from the 1960s.
- Hidropark, opened in 1965, is one of a small number of above-ground stations.
- Nyvky is a typical 1970s 'centipede' style station.
- Klovska is a good example of a typical late 1980s Kyiv metro station.
Passenger Flow
Slavutych metro station of Syretsko-Pecherska Line
As of 2015, Lisova was the busiest station, handling an average of 58,500 passengers daily, followed by Vokzalna with 55,900. Vokzalna's congestion, particularly during rush hours, is exacerbated by its limited capacity of three escalators and a single entry/exit point. [95] Akademmistechko ranked third with 51,100 daily passengers. These four stations are the only ones exceeding 50,000 daily users. Livoberezhna followed with 48,100 passengers daily. Notably, all four busiest stations are on the red M1 line.
Pochaina (blue M2 line) was the fifth busiest with 46,200 passengers daily, closely followed by Minska with 45,500. [96] On the Syretsko-Pecherska line (green M3), Lukianivska was the busiest, with just under 40,000 passengers. [96]
Conversely, Dnipro station (M1) recorded the lowest daily flow at 2,800 passengers. Chervonyi Khutir (M3) also saw fewer than 5,000 daily passengers. On the M2 line, Poshtova Ploshcha was the least busy with 8,900 passengers daily. [96]
Transfer Hubs to Other Lines and Other Means of Rapid Transit
Vokzalna station serves as a critical transport hub, providing direct access to Kyiv-Pasazhyrskyi railway station, Ukraine's largest train station. It also connects to the Kyiv Light Rail line to Borshchahivka and the Kyiv Urban Electric Train ring. [95]
Other significant transport hubs include:
- Demiivska station: Connects to the Kyiv Central Bus Station.
- Vystavkovyi Tsentr and Lisova stations: Primarily serve suburban buses, linking to Pivdenna and Darnytsia bus stations, respectively.
- Livoberezhna, Darnytsia, and Pochaina stations: Crucial for commuters from Troieshchyna, Kyiv's largest residential district.
Distribution of Stations Across the City
Metro stations are present in all 10 of Kyiv's subdivisions, though distribution is uneven. Shevchenkivskyi district leads with 13 stations, followed by Pecherskyi and Holosiivskyi districts with 11 each. Darnytskyi has 7, while Obolonskyi, Sviatoshynskyi, and Dniprovskyi districts have 4 each. Podilskyi offers 3, and Desnianskyi raion, despite being the most populous, has only 2 stations. [97]
This distribution highlights a concentration of stations on the western side of Kyiv (40 stations), compared to the eastern side (12 stations). The M2 line, notably, does not cross to the eastern bank of the Dnieper.
Rolling Stock
A modernized E-type train of the Kyiv Metro
As of 2016, the Kyiv Metro operated 824 wagons, with an additional 5 in reserve. [2] Most of the fleet consists of Soviet-era trains, primarily the 81-717/714 series, alongside older D-type and E-type trains. The fleet is being modernized, with the "Slavutych" trains and newer models like the 81/7021–7022, 81-540.2К/81-714.5М, and 81–7080 series. The first line initially used D-type carriages, which were transferred to the Saint Petersburg Metro in 1969 in exchange for E-type carriages, later augmented by Em-501, Ema-502, and Ezh (Ezh1) types. By 2014, most E and Ezh carriages were modernized into the E-KM type (similar to 81-7021–7022).
All trains feature an audio system announcing stations and transfers. Most older trains also have video displays showing station information, advertisements, and other content.
The Kyiv Metro also operates specialized service trains:
- Two electrical system testing trains.
- A D-type car for track measurement.
- A laboratory car based on an Ezh-type train.
- An E-type freight car.
- A track repair vehicle. [98]
In December 2016, the Kyiv City Council announced plans to acquire 709 new trains by 2025, costing ₴14.96 billion (approx. US$572.6 million). These would replace older stock, enhance service on the Syretsko-Pecherska line, and equip new sections. [99]
Following Mayor Vitali Klitschko's visit to Warsaw in January 2023, Warsaw agreed to donate 60 81-717/713 series wagons to the Kyiv Metro. [100] These are intended for spare parts or to bolster the existing fleet, with the first set entering service on the M3 Line on November 1, 2023.
In Operation
| Picture | Type | Manufacturer | Since |
|---|---|---|---|
| Ezh, E, Ema-502 | Metrowagonmash | 1970 | |
| 81-717, 81-717.5, 81-717.5М, 81-717.5K, 81-717.3, 572 | Metrowagonmash, Vagonmash | 1978, 1989, 1995, 2013, 2023 | |
| 81-7021 | KVBZ | 2005 | |
| 81-540.2K | Vagonmash | 2008 | |
| E-KM | KVBZ | 2014 |
| Picture | Type | Manufacturer | Operation |
|---|---|---|---|
| D | Metrowagonmash | 1960–1969 | |
| 81-553 Slavutich | Vagonmash, Škoda | 2001–2010 |
Management
The Kyiv Metro is operated by Kyivskyi Metropoliten, a municipal company formerly known as Kyivskyi ordena Trudovoho chernovoho prapora Metropoliten imeni V.I. Lenina. [101] [102] It transitioned from the Ministry of Transportation in the early 1990s. The Metro employs thousands of workers in various operational capacities. Funding comes from state subsidies, ticket sales, and advertising revenue generated by its subsidiary, Metroreklama. Construction is handled by the public company Kyivmetrobud, which in turn contracts individual brigades. Kyivmetrobud receives funding from the Kyiv Metro's profits and from city and state budgets, with state contributions often supplementing fares that don't cover full development costs. [105]
In 2016, the Kyiv Metro reported a net income of ₴76.1 million (approx. US$2.85 million), a significant improvement from the previous year's loss of ₴119 million. [106]
The current director is Viktor Brahinsky.
Ticketing
A single ride costs ₴8.00 (approx. $0.29), regardless of destination or transfers within the metro system. Payment is accepted via paper QR tickets or contactless cards. [107]
Contactless Cards
Contactless (RFID-based, MIFARE Classic and Ultralight) cards are used for entry. These can be purchased for a nominal fee (₴15, refundable) from cashiers and loaded for up to 50 trips. A tiered pricing system offers discounts: every tenth trip purchased reduces the cost of previous trips by ₴0.30. For example, 10-19 rides cost ₴7.70 each, 20-29 rides cost ₴7.40, and so on. A 50-trip load results in a per-ride cost of just ₴6.50 ($0.23).
Bank cards (MasterCard PayPass [110] and Visa PayWave) are also accepted, as are Google Pay and Apple Pay.
Cards can be recharged at terminals or by cashiers. Terminals accept hryvnia paper bills up to ₴50 denominations, applying the full amount to the card balance and storing any remainder for future use.
Monthly or bi-weekly passes offer unlimited rides (₴380/month) or a set number of rides (62 or 46 per month, or half for 15 days) at fares of ₴3.87 and ₴4.13 per ride, respectively. A seven-minute lockout is enforced on unlimited cards to prevent misuse. Quarterly and yearly tickets were discontinued in December 2009 due to estimated annual losses of ₴115.6 million (approx. $14.5 million). [112]
Magnetic strip monthly passes, used from the late 1990s to early 2000s, were phased out due to reliability and counterfeiting concerns, replaced by RFID cards.
Historical Fares
| Single journey fare | Equivalent in USD (at introduction, official rate [117]) | Date of introduction |
|---|---|---|
| 50 kopecks | 0.125 | 12 November 1960 |
| 5 kopecks | 0.0556 | 1 January 1961 |
| 15 kopecks | 0.256 | 2 April 1991 [118] |
| 30 kopecks | 0.541 | 2 January 1992 [119] |
| 50 kopiyok | 0.005 [dubious - discuss] | 27 April 1992 [120] |
| 5 karbovanets | 0.008 | 26 December 1992 [121] |
| 15 karbovanets | 0.00454 | 5 June 1993 [122] |
| 30 karbovanets | 0.005025 | 10 September 1993 [123] |
| 150 karbovanets | 0.00118 | 6 December 1993 [124] |
| 200 karbovanets | 0.010 | 11 August 1994 |
| 1,500 karbovanets | 0.0191 | 1 November 1994 |
| 7,000 karbovanets | 0.0598 | 1 February 1995 |
| Single journey fare | Equivalent in USD (at introduction, official rate [117]) | Date of introduction |
|---|---|---|
| 10,000 karbovanets | 0.0613 | 7 September 1995 |
| 20,000 karbovanets | 0.1065 | 7 February 1996 |
| 20 kopiyok/20,000 karbovanets | 0.114 | 2 September 1996 |
| 30 kopiyok | 0.159 | 15 December 1996 |
| 50 kopiyok | 0.092 | 19 March 2000 |
| 2 hryvni | 0.345 | 4 November 2008 |
| 1.70 hryven | 0.221 | 31 January 2009 |
| 2 hryvni | 0.253 | 6 September 2010 |
| 4 hryvni | 0.173 | 7 February 2015 [125] |
| 5 hryvni | 0.1925 | 15 July 2017 [126] [127] |
| 8 hryven | 0.3 | 14 July 2018 |
Tokens
Tokens for single journeys from various eras
For decades, plastic tokens were used in turnstiles; one token per passenger [128] was available from cashiers or automated machines. Green tokens were in circulation from 2000-2010 and 2015–2018, while blue tokens were used from 2010-2015 and again since 2018. Initially, green tokens were to be replaced by QR-code tickets (introduced August 2017 [129]) and RFID cards. [130] [131] [132] [133]
The use of tokens was gradually phased out. On July 15, 2019, Nyvky and Ipodrom stations ceased selling and accepting tokens. [134] Tokens were scheduled for sale until October 30, 2019, and acceptance until November 3, 2019, though some were still in use on November 15, 2019. [135] [133] Tokens were finally removed from circulation in April 2020. [136]
Planned Improvements and Expansion
In 2012, Kyiv Metro plans aimed to nearly double its length by 2025. [137] While full completion of this ambitious plan is unlikely, several new stations have opened since the millennium.
- New stations since 2000
- Chervonyi Khutir (2008)
- Demiivska (2010)
- Holosiivska (2010)
- Vasylkivska (2010)
- Vystavkovyi Tsentr (2011)
- Ipodrom (2012)
- Teremky (2013)
Construction of Additional Lines
Map of the planned expansion of the Kyiv Metro (based on the 2005 general plan).
Line 4 (Podilsko-Vyhurivska)
- Main articles: Podilsko–Vyhurivska line and Podilskyi Bridge
The fourth line (also known as the Podilsko-Voskresenska line) is intended to connect the northern Troieshchyna districts in the east with the future business center on Rybalskyi Peninsula [citation needed], then arc around the Podil neighborhood. It will continue westward along the northern slope of Starokyivska Hora, reaching northwestern central Kyiv before turning south towards Kyiv-Pasazhyrskyi Railway Station. This route aims to provide transfers to all other Metro lines, alleviating congestion in the city center. The final planned stage includes a connection to Kyiv's Zhuliany airport.
This line first appeared in plans in 1980. The segment between Voskresenka and Vokzalna was projected for completion by 2000. [138] Due to objections regarding the route through the historic Podil district, the line was rerouted.
Construction began in 1993 on the Podilsko-Voskresenskyi bridge but was halted due to financial constraints. A second attempt in 2004 envisioned bridge completion within three years, but work ceased again due to issues with land acquisition and the 2008 financial crisis. Bridge construction resumed in mid-2017, with an estimated opening by the end of 2021. [140]
The line's feasibility has been debated, with alternative proposals like light rail or light metro emerging. [141] [142] As of July 6, 2017, the subway option remained preferred, despite ongoing route revisions. [99]
In May 2017, Kyiv City Council signed a memorandum with a Chinese consortium (China Railway International Group and China Pacific Construction Group) to assess project progress and potentially undertake construction. [143] The initial segments of the line, colloquially known as the "metro to Troieshchyna," are targeted for completion by 2025, [99] with further construction likely extending beyond 2030.
Line 5 (Livoberezhna)
- Main article: Livoberezhna line (Kyiv Metro)
This line first appeared on planning maps in 1974.
The northern terminus of Line 5 already exists as part of the Kyiv tram network and would require conversion. Some projects suggest its temporary operation as a branch of Line 4. Ultimately, a southward extension is planned along the Dnieper's eastern bank to the Southern Osokorky district. This is the final Metro project in the current expansion plan, with completion anticipated by the late 2030s. [citation needed]
In 2009, the first stage was projected for a 2019 launch. [144] As of July 6, 2021, however, no section of this line has opened.
Line 6 (Vyshhorodsko-Darnytska)
- Main article: Vyshhorodsko–Darnytska line
This is a proposed line currently under planning. Construction is anticipated in the distant future, with initial timelines suggesting post-2025. [145] [146] However, the project was later withdrawn. [147] [clarification needed]
Extensions
Line 1 Extensions
A potential long-term extension of Line 1 aims to reach the town of Brovary east of Kyiv. A more immediate prospect is an extension to Novobilychi station, which would include a depot. [148] In 2011, Kyiv Metro director Volodymyr Fedorenko suggested this extension might be completed by 2020. [149] However, construction has not commenced, with Line 4 taking priority. Furthermore, Novobilychi's location offers limited benefit to nearby residential areas like Bilychi, although it would connect to a train station. As of May 5, 2021, no tenders have been issued. Further westward extensions into Berkovets are also being considered. [148]
Line 2 (Southern Extension)
A planned extension of Line 2 includes a branch to the Teremky bus station (opened December 2016) and Dmytro Lutsenko street, serving the Teremky-2 and Teremky-3 residential areas. The main line is projected to continue southwest to Odeska station. [148] [150] This extension is not currently a priority. [147]
Line 3 (Eastward Extension)
Several proposals for extending Line 3 have been put forth. The 2005 general plan envisioned the line turning from Chervonyi Khutir towards Darnytsia railway station, with subsequent extension to Livoberezhna. This plan appears to have been discarded, as later proposals do not extend beyond Chervonyi Khutir. In April 2017, Kyiv Mayor Vitali Klitschko and Infrastructure Minister Volodymyr Omelyan discussed a privately financed extension from Boryspilska station to Boryspil airport. [151] [152] However, the approximately 15 km extension is unlikely in the near future.
Line 3 (Northward Extension)
The northward extension to [Vynohradar] has been a long-standing plan, with initial concepts appearing in the newspaper Evening Kyiv in August 1970. [153]
In February 2017, an article suggested that project plans were under review, with construction slated to begin by late 2017. [154] The project involves a novel engineering approach in Kyiv: stacked tunnels rather than parallel ones. On July 6, 2017, the Chinese Machinery Engineering Corporation expressed readiness to invest in and construct the Vynohradar extension. [155] [156] In February 2017, the extension, including two stations – Mostytska and Varshavska (formerly Prospekt Pravdy) – was scheduled for a late 2019 opening. [157] In November 2018, Kyiv Metro signed a contract for the construction of Mostytska and Varshavska stations and a branch line to Vynohradar station, with a completion deadline of 2021. [158] The contract included provisions for the Chamber of Commerce to adjudicate potential force majeure events impacting the schedule. [158] In early September 2021, the Chamber of Commerce acknowledged such events, extending the contract deadline from November 2021 to May 2023. [159] Station openings were further delayed to 2024 in July 2023. [160] As of May 2025, the stations are anticipated to open in 2027. [161]
Further plans include an extension to Marshala Hrechka station and the construction of the Vynohradar depot. [148]
Language
Ukrainian, Russian, and English languages
Ukrainian language signs are dominant throughout the Kyiv metro
Upon its opening in 1960, the Metro exclusively used Ukrainian for signs and announcements, despite Russian being prevalent among workers and in technical documentation. The linguistic similarities allowed for easy translation. However, distinct Ukrainian station names sometimes required partial Russian adaptation. Examples include Ploshcha Zhovtnevoi Revolutsii, Zhovtneva, and Chervonoarmiyska (later renamed Maidan Nezalezhnosti, Beresteiska, and Palats Ukraina, respectively), which, when translated to Russian, would have become Oktyabrskaya and Krasnoarmeiskaya. Instead, they were rendered as Zhovtnevaya and Chervonoarmeiskaya.
In the 1980s, influenced by Volodymyr Shcherbytsky's Russification policies and Kyiv's increasing Russophonic population, Russian gained prominence. While stations retained Ukrainian titles on vestibules, Russian appeared alongside Ukrainian on walls and replaced it in signage and voice announcements. Stations opened during this period often featured bilingual decorations and slogans. The practice of blending Ukrainian into Russian was abandoned, with selected stations adopting standard Russian translations.
During Perestroika in the late 1980s, bilingual signage and announcements (Ukrainian followed by Russian) became more common. Following Ukraine's independence in August 1991, the order reversed, with Ukrainian preceding Russian. After the fall of the Soviet Union in late 1991, signage and announcements transitioned to exclusively Ukrainian, the official state language. [citation needed] Russian names persist in literature and some documentation, and some decorations remain bilingual.
English usage began prior to the Euro-2012 football tournament, and all Kyiv underground stations now feature English signage with Latin transliteration on signs and official maps. English is used alongside Ukrainian for station arrival announcements.
History of Station Names
Some Kyiv Metro stations have undergone renaming, both before and after their completion. The sole Soviet-era renaming occurred in 1977, when "Ploshcha Kalinina" became "Ploshcha Zhovtnevoi Revolutsii" for the 60th anniversary of the October Revolution.
The 1990s saw more changes, primarily affecting stations with names linked to Communism. On October 15, 1990, "Chervona Ploshcha" became "Kontraktova Ploshcha," and "Prospekt Korniychuka" became "Obolon." An unfinished station, intended to be named "Artema," was renamed "Lukianivska." On August 26, 1991, coinciding with Ukraine's declaration of independence, "Ploshcha Zhovtnevoi Revolutsii" was renamed "Maidan Nezalezhnosti." In 1993, nine stations, many with communist associations, received politically neutral names: [note 1]
| Former name | New name |
|---|---|
| Zhovtneva (October) | Beresteiska (Brest) |
| Dzerzhynska (Dzerzhinsky) | Lybidska (Lybid) |
| Chervonoarmiiska (Red Army) | Palats Ukraina (Palace "Ukraine") |
| Mechnykova (Mechnikov) | Klovska (Klov) |
| Pionerska (Pioneer) | Lisova (Forest) |
| Bilshovyk (Bolshevik) | Shuliavska (Shuliavka) |
| Leninska (Lenin) | Teatralna (Theater) |
| Komsomolska (Komsomol) | Chernihivska (Chernihiv) |
In 2011, "Respublikanskyi Stadion" was renamed "Olimpiiska," honoring the upcoming Euro-2012 football tournament. In 2018, "Petrivka" (named after Soviet politician Grigory Petrovsky) was redesignated "Pochaina," referencing the nearby river, in compliance with the 2015 decommunization laws. [163] [164]
In 2022, as part of derussification efforts following Russia's invasion of Ukraine, the following stations were renamed: [165]
| Former name | New name |
|---|---|
| Ploshcha Lva Tolstoho (Leo Tolstoy Square) | Ploshcha Ukrainskykh Heroiv (Square of Ukrainian Heroes) |
| Druzhby Narodiv (Friendship of Nations) | Zvirynetska (Zvirynets) |
| Prospekt Pravdy (Pravda Avenue) | Varshavska (Warsaw) |
See also
- List of metro systems
- List of metro systems in the Soviet Union
- Transport in Kyiv
- Kharkiv Metro
- Dnipro Metro
- Kryvyi Rih Metrotram
Notes
- ^ Ukrainian: Київський метрополітен, romanized: Kyivskyi metropoliten, IPA: [ˈkɪjiu̯sʲkɪj ˌmɛtropol⁽ʲ⁾iˈtɛn], also known shortly as Ukrainian: Київське метро, romanized: Kyivske metro, IPA: [ˈkɪjiu̯sʲkɛ ˌmɛtro]
- ^ Data from "Decision of the Kyiv Council of People's Deputies of the Kyiv City Governmental Administration nr. 16/116 On the return of historical names [and] renaming of parks of culture and leisure [and] metro stations (2 February 1993)