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Rail, Metro and Tram Networks in Russia

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Rail, Metro and Tram Networks in Russia Rail, Metro and Tram Networks in Russia – 2012 – Brooks Market Intelligence Reports, part of Mack Brooks Exhibitions Ltd www.brooksreports.com Mack Brooks Exhibitions Ltd © 2012. All rights reserved. No guarantee can be given as to the correctness and/or completeness of the information provided in this document. Users are recommended to verify the reliability of the statements made before making any decisions based on them. CONTENTS INTRODUCTION 4 1. DEVELOPMENT OF THE RUSSIAN RAILWAY NETWORK 5 2. THE RUSSIAN RAILWAY NETWORK 8 The Russian Rail Network – Key Data 8 RZD Traction and Rolling Stock 9 RZD Traffic in 2011 9 RZD Financial Highlights 10 RZD investment plans by 2015 and 2020 10 Network Map Sources 11 The 16 RZD Geographical Operating Divisions 11 Kaliningrad Division 11 Moskva Division 12 October Division 13 Northern Division 15 Gorky Division 15 Southeastern Division 15 North Caucasus Division 16 Kuibishev Division 17 Privolzhsk Division 17 Sverdlovsk Division 18 South Urals Division 18 West Siberian Division 19 Krasnoyarsk Division 19 East Siberian Division 20 Trans-Baikal Division 21 Far Eastern Division 21 3. CURRENT MAJOR INFRASTRUCTURE PROJECTS 24 New Railways 24 High-Speed Network 24 Far East to Europe Freight Corridors 27 The BAM and the Bering Strait Project 27 Europe and Russia to Southeast Asia 28 The China Gateway Project 28 Western Siberia 29 2014 Winter Olympics 29 International Cooperation on Signalling Technology 30 4. RAILFREIGHT IN RUSSIA 31 Open Access 33 Selected Principal Railfreight Companies 35 ASCOP Members in 2012 39 Mack Brooks Exhibitions Ltd © 2012 2 5. PASSENGER RAIL SERVICES IN RUSSIA 44 RZD Subsidiaries 44 Other Passenger Operators 49 6. MAIN LINE ROLLING STOCK MANUFACTURERS 52 Principal Manufacturers 52 Component Manufacturers and Industry Suppliers 59 Current Major Motive Power and Rolling Stock Projects 60 R&D and Testing Facilities 63 7. RUSSIAN METRO NETWORKS 65 Chelyabinsk 65 Kazan 65 Krasnoyarsk 65 Moskva 66 Moskva Monorail 67 Nizhny Novgorod 67 Novosibirsk 67 Omsk 68 Rostov-na-Donu 68 St Petersburg 68 Samara 69 Ufa 69 Yekaterinburg 69 8. RUSSIAN METRO TRAIN BUILDERS 70 9. TRAMWAY NETWORKS IN RUSSIA (alphabetical listing) 72 10. RUSSIAN TRAM BUILDERS 96 Mack Brooks Exhibitions Ltd © 2012 3 INTRODUCTION With a network of more than 85,000 route-km, the Russian system is the second most extensive in the world, exceeded only by that of the USA. And with many parts of the Federation provided with a less developed highways network, rail plays a crucial role in supporting the country’s growing free market economy, especially in the freight sector. To modernise and expand a system still hampered by a legacy of underinvestment in the final years of the Soviet era and during the period that immediately followed, policies have been adopted covering both structural reform and major network investment. Between now and 2030, spending of some USD450 billion is expected as Russia’s railway system responds to traffic increases forecast at 70% for the freight sector and 30% for passenger travel. Proposals have been developed for up to 20,000 km of new lines, including some 4,600 km regarded as strategically important – many for the exploitation of extensive natural resources – and more than 1,500 km of high-speed lines. Modernisation of existing lines is also planned to increase capacity and major programmes are in place to upgrade the traction and rolling stock fleet to match the best global standards. In many cases, partnerships between domestic firms and leading international suppliers are contributing in this process. Key to the development of rail in Russia is the comprehensive restructuring of the once monolithic national system, introducing accountability for operations in the principal sectors of the market and investment from the private sector. This report aims to provide a concise overview of Russia’s railway system, outlining the background to the current situation, defining ongoing changes to its structure and illustrating how current policy initiatives are shaping its future. Where possible, Internet links are provided to assist further research. The report also covers urban rail networks in Russia. Development of some metro systems slowed in response to declining economic conditions in the 1990s, while tram networks in a number of cities are still being cut back, viewed as anachronistic. However, environmental concerns and increasing traffic congestion are already leading city authorities to reconsider the role of their transport infrastructure, and metros and tram systems are poised to play an increasingly important part in meeting the future mobility needs of many communities. As well as providing an overview of Russia’s main line and urban networks, the report also summarises the main traction and rolling stock manufacturers serving each sector of the market. In general Rail, Metro and Tram Networks in Russia - 2012 reflects data available in the first quarter of 2012. July 2012 Mack Brooks Exhibitions Ltd © 2012 4 1. DEVELOPMENT OF THE RUSSIAN RAILWAY NETWORK Tsarist Era The first Russian steam locomotives were built by Yefim Alekseyvich Cherepanov (1774-1842) and Miron Yefimovich Cherepanov (1803-1849), father and son inventors and engineers from Nizhny Tagil, an important industrial town on the eastern side of the Urals, north of Yekaterinburg. From 1820 they built around 20 stationary steam engines, followed in 1834 and 1835 by two steam locomotives. A plinthed replica of the 1834 locomotive can be found in Nizhny Tagil today. In 1837 a railway was built between St Petersburg and Tsarskoye Selo (Царское Село - The Village of the Tsar), a distance of about 26 km. The St Petersburg to Moskva main line was built between 1842 and 1851, and those from Warszawa to St Petersburg and Moskva to Nizhny Novgorod were inaugurated in 1862. Construction was supervised by the Department of Railways, from 1865 part of the new Ministry of Communications. Arterial route construction culminated in the completion of the Trans-Siberian Railway, including a link to the Chinese rail network, in 1916. By 1913 there were 58,500 km of route, and the network moved around 132,000 tonnes of freight and 185,000 passengers annually. The Soviet Era During the First World War and the Civil War around 60% of the infrastructure and 80% of the locomotives and rolling stock were destroyed. Under the new regime the railway network was managed and operated directly by the Ministry of Railways, as Sovetskie Zheleznye Dorogi (SZD), and was rebuilt and extended to 106,100 km by 1940. The first electrification, at 3 kV DC, was completed in 1929, involving the steeply graded (2.9%) line from Tbilisi to the coast of the Black Sea, the eight original locomotives built by General Electric. The same year work started on electrifying the Trans-Siberian. During the Great Patriotic War (Second World War) the system was of vital strategic importance, with industries and working communities being relocated from European Russia to the Urals and Siberia, and Allied aid arriving via the ice-free port of Murmansk (served by rail since 1916). Again the European part of the network suffered badly, with around 50% of the locomotive fleet and 40% of the rolling stock destroyed. The post-war Soviet era saw further massive expansion of the network to a maximum length of over 145,000 km, the main infrastructure project being the Baikal-Amur Magistral, paralleling the Trans-Siberian across the eastern half of the country. By 1941 1,865 km of route had been electrified, but wartime damage then resulted in further electrification projects being postponed until the 1950s. Steam was commercially active until the early 1980s (and many locomotives are still held in strategic reserve), though by 1990 over 60% of the network was electrified, some parts in European Russia at 3 kV DC, the remainder at 25 kV AC. In 1988 4.116 billion tonnes of freight were moved and 4.396 billion passengers carried. This was the peak year for traffic. By then the Ministry of Railways had been divided into 23 administrations, with no fewer than 32 regional divisions, and the pertinent SZD networks had been named after republics, cities, river basins or geographical areas, with the exceptions of October (the October Revolution, Leningrad and district) and Gorky (Maxim Gorky, Nizhny Novgorod and district). All the divisions, with the exception of Moldavia, were split into several zones, named after major stations. There were around 7,000 marshalling yards, around 100 of them of major importance, and some automation of shunting procedures had taken place, although congestion was commonplace. Around 20% of the network was equipped for CTC, which facilitated increases in line capacity, and over 60% had automatic block signalling to regulate the distance between trains. There were then around 20 classes of electric locomotives (1,377 in main line service in 1981) and 25 classes of diesel locomotives with electric transmission (6,870 in service in 1981). There were 11 classes of EMUs but just four classes of DMUs. The freight wagon fleet in 1982 comprised around 1,856,000 vehicles, Mack Brooks Exhibitions Ltd © 2012 5 mostly four-axle, designed for payloads of between 62 and 65 tonnes. Most of the locomotive-hauled passenger stock came from abroad, built mainly in Eastern Germany. Comprehensive listings and basic data of the RZD motive power fleets can be found on: http://www.railfaneurope.net/list/russia.html#01 Industrial Systems In addition to the 1,520 mm gauge national network (1,067 mm gauge on the island of Sakhalin), there also exist numerous industrial rail systems. In 1981 these had a combined length roughly the same as that of the national system, into which around 70% fed their traffic. Three decades later these networks had shrunk by around 50%.
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