К этой практике советское гаражестроение пришло не сразу. После переезда советского правительства в марте 1918 г. из Петрограда в Москву возникла необходимость разместить в новой столице и автопарк, который обслуживал органы власти. Тогда под гаражи были использованы помещения на территории Кремля, здание московского Манежа и площади бывших экипажных мастерских в Каретном ряду. Уже в конце 1920-х гг. возникла проблема элементарной нехватки машиномест, а возникшее вскоре на повестке дня стремление глубоко реконструировать Москву, придав ей облик современного мегаполиса, произвело что-то вроде революции в проектировании гаражей. К этой работе были привлечены лучшие в СССР специалисты автотранспортной отрасли, некоторые из которых были командированы в США и Европу для изучения опыта строительства и эксплуатации крупных многоуровневых автостоянок. Требование строить гаражи многоэтажными, а также архитектурно оформлять их фасады было закреплено постановлением СНК СССР и ЦК ВКП(б) «О генеральном плане реконструкции Москвы» 1935 г.
Garages of Power: to the History of the 1930s Soviet Architecture
At the 1930s, the infrastructure serving government leadership figured prominently among the architectural purposes. We should talk about car garages, which were considered far from being purely utilitarian buildings, but were supposed to have a recognizable architectural appearance that would correspond to the image of the capital of victorious Socialism. The grandiose garage of the Central Executive Committee of the U.S.S.R. and the All-Russian Central Executive Committee, conceived as a ‘palace for cars’, embodies the architectural pathos of the era of construction of the Palace of Soviets. It is significant that the author of the project was an employee of the bureau of the Palace of Soviets M.A. Minkus, who later worked extensively and fruitfully together with V.G. Gelfreich, and who also created one of the ‘Stalin’s skyscrapers’ – the building of the U.S.S.R. Ministry of Foreign Affairs on Smolenskaya Square.
The theme of the palace for cars not by chance sounded in the 1930s. In addition to the well-known factor of the architectural life of this time – an appeal to the historical heritage, represented largely by palaces or temples – an intention to create special, luxury ‘stables’ for cars that served the party and state apparatus was due to a specific reason. The government's vehicle fleet was equipped with expensive imported automobiles specially purchased abroad. Just as the functionaries themselves lived in high-comfort nomenclature houses, their cars were to be stored and repaired under privileged conditions.
The Soviet garage building did not come to this practice at once. After the move of the Soviet government from Petrograd to Moscow in March 1918, it became necessary to locate the vehicle fleet that served the authorities in the new capital. Then, the premises on the territory of the Kremlin, the building of the Moscow Manege and the area of the former carriage workshops in the Karetny Ryad were used as garages. As early as in the end of the 1920s, the problem of an obvious shortage of parking spaces arose, and the desire to deeply reconstruct Moscow, giving it the appearance of a modern metropolis, which was put soon on the agenda, made a kind of a revolution in the design of garages. The best specialists of the road transport industry of the U.S.S.R. were involved in that work, some of them were sent to the U.S.A. and Europe to study the experience of building and operating large multi-level parking lots. The requirement to build multi-storey garages, as well as to design their façades architecturally, was enshrined in the resolution of the Council of People's Commissars of the U.S.S.R. and the Central Committee of the All-Union Communist Party of Bolsheviks “On the General Plan for the Reconstruction of Moscow” in 1935.
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Архитектор Михаил Белов застал четыре больших периода в архитектуре: позднесоветский, «лихие девяностые», «лужковский» и сегодняшний. И не просто застал, а активно проектировал и строил, иногда вопреки обстоятельствам. Для спецпроекта «Люди эпохи» мэтр рассказал, что такое «бумажная архитектура», вспомнил, как японец-якудза заказывал ему проект русского ресторана, похвалил Сталина, поругал Татлина, а ещё объяснил, почему Натали не должна быть выше Пушкина — по крайней мере, в лужковской Москве
