Rail, Metro and Tram Networks in Russia

Home , 2ES10, Abkhazian railway, Allegro (train), ChS2, EP20, Eurasia (train)

– 2012 –

Brooks Market Intelligence Reports, part of Mack Brooks Exhibitions Ltd www.brooksreports.com

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

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

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

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%. Worthy of mention is the 1,520 mm gauge line from the nickel-mining city of Norilsk to the port of Dudinka on the Yenisei river, north of the Arctic Circle – see also section on RZD infrastructure projects. In 1981 there were also 33,400 km of lines of less than 1,520 mm gauge. Many of these have since disappeared. Readers interested in these networks are referred to the huge website (mainly in Russian) developed by Dmitry Zinoviev, entitled: http://www.parovoz.com/maps/supermap/index-e.html

Free Market Economy

The Soviet economy, if measured in terms of GDP, began to wane in the late 1980s, not in the 1990s. In 1991 the Ministry of Communications started working on a plan to modernise the rail network over the coming nine years. The disintegration of the USSR was however accompanied by a major decline in industrial production, both in Russia and former member states, and governmental financial support for the Russian train-building industry ceased, resulting in very little further investment in the latter. Infrastructure and rolling stock began to suffer from a lack of maintenance, and although some new locomotives and EMUs were acquired in the 1990s, no further major electrification projects were undertaken except completion of that of the Trans-Siberian (in 2002) and the line to Murmansk (2005).

With income levels across the country still relatively low compared with those in Europe, the state operator was obliged to peg passenger fares at uneconomically low levels and to cross-subsidise many passenger services using revenue from freight traffic, still thriving. In 1996 the All-Russia Congress of Railway Workers published a policy document entitled Principal Guidelines for Rail Transport Development, and this became the blueprint for restructuring of Russia’s railways over the coming years. The authors of the document evaluated experience gained in other countries in Europe, Asia and America, and concluded that there was no single formula for success in an economy structured along capitalist/open market lines. The Ministry of Railways was unique in Russia in combining state regulation with economic activities, and one of the conclusions reached was that in the future these two elements would have to be separated. It was also agreed that the separation should be realised without any radical moves which might cause unnecessary disruption and upheaval. The strategy to be adopted was outlined in the document Concept for the Structural Reform of Federal Railway Transport, sanctioned by the Russian Government in 1998. Three more years of planning were to follow, with the consultancy firm Arthur Andersen & McKinsey being involved, before the Railway Structural Reform Programme became a Governmental Decree, on 18 May 2001.

Phase One of the reform lasted until autumn 2003, running about a year behind schedule, although this was not a detrimental factor. On 23 September that year SZD disappeared, to be replaced by RZD (Российские железные дороги – Rossíiskie zelézn ыe dorógi – Russian Railways), an open joint stock company, whose only shareholder is the Russian Federal Government. Administratively, the Ministries of Railways, and Economic Development and Trade, and the Federal Anti-Monopoly Service and the Federal Tariff Service retain control of regulation and policy-making, while RZD manages the economic side of operations. The Ministry of Communications was abolished on 9 March 2004, its regulatory functions taken over by the Ministry of Transport and Telecommunications. Its executive powers and involvement in service and property management passed to the Federal Agency for Rail Transport. The foundations were also laid for private freight companies to use their own wagon fleets on the national network. Given the volume of freight traffic, it was deemed necessary to continue to have a common owner for freight operations and for infrastructure, to provide the necessary degree of integration to keep everything running smoothly.

Phase Two began in 2003. One goal here was to create subsidiaries which would be responsible for passenger services, international transit, intermodal and refrigerated freight services, and miscellaneous activities, and which would have separate accounting systems. RZD would retain control of most freight

Mack Brooks Exhibitions Ltd © 2012 6 operations, ownership of the motive power and rolling stock fleets, and continue to manage the infrastructure. Privately owned locomotives would be allowed onto the national network, although it was stated that initially locomotive ownership would remain for the most part with the infrastructure owner (RZD) to reduce the investment demands on new open access operators. A network of subsidiaries would be set up to handle local passenger services, their geographical boundaries coinciding with the country’s administrative divisions. Negotiations would be realised at national, oblast (provincial) and local levels with administrations to develop Public Service Obligation contracts for subsidising socially necessary yet economically non-remunerative services. A separate subsidiary would be responsible for long-distance passenger services. Repair, construction and R&D activities would be hived off, allocated to subsidiaries or retained as company divisions.

Phase Three was scheduled to run from 2006 to 2010, and its stated targets differed very little from those of Phase Two. One was to create local passenger operating divisions in which the oblast and municipal authorities whose districts they served have a shareholding. In future the latter will become increasingly responsible for subsidising deficit-making services, since cross-subsidisation from other RZD activities will no longer be possible. Licences would also be sold to interested parties for the operation of local passenger services. Another target involved improving RZD’s position in competition for railfreight, this also involving the creation of various subsidiaries. As part of a drive to dispose of non-core assets, depots and works would be sold off to the private sector. Freight rates and passenger fares would be restructured to reflect infrastructure, stock and haulage cost components, to enhance accounting transparency. RZD would retain control of infrastructure management.

2. THE RUSSIAN RAILWAY NETWORK

Russian Railways (RZD)

Российские железные дороги – Rossíiskie zelézn ыe dorógi – (Russian Railways) is currently fragmenting itself into business sectors or subsidiaries, with their own rolling stock and motive power and independent accounting systems. RZD retains overall control as infrastructure manager. It is a vast organisation comprising 987 enterprises and 165 subsidiaries. It is Russia’s fourth largest company by revenues. The headquarters offices are at:

107174 Moskva, Novaia Basmannaia ul., d. 2 Tel: +7 499 262 99 01 Fax: +7 499 262 90 95 Website: http://eng.rzd.ru/isvp/public/rzdeng/fp?STRUCTURE_ID=704 The English language website is a reduced version of the much more detailed Russian one.

RZD – Key Personnel President: V I Yakunin First vice President: V N Morizov Second Vice President: V A Gapanovich Chief accountant: G V Kraft: Head of Legal Department: V I Bynkov Head of Corporate Finances: O E Gnedkova Head of Communications: S V Mikhailov Senior advisor to President: B M Lapidus

The Russian Rail Network – Key Data (mainly from 2010)

RZD infrastructure route length : 85,155 km

Multiple track: 37,075 km

Single track: 48,080 km

Length of electrified network: 43,165 km

Electrified at 3 kV DC: 18,495 km

Electrified at 25 kV AC 50 Hz: 24,670 km

Annual power consumption: 44,321.0 million kWh

Traction power consumption: 38,588.5 million kWh

Gauges : 1,520 mm – 84,886 km (end 2009); 1,067 mm (805 km); 750 mm – 30 km

Line length with automatic block and CTC: 62,196 km

Locomotive fleet (RZD) : 20,227

Passenger electric locomotives: 2,473

Passenger diesel locomotives: 547

Freight electric locomotives: 7,535

Freight diesel locomotives: 3,656

Diesel shunting locomotives: 6,016

Passenger coaches : 24,000 approximately

DMU and EMU cars: 5,700 approximately

Freight wagons : 1,025,000 (including vehicles operated by subsidiaries and open access operators)

RZD Traffic in 2011

Total passenger journeys 992.4 +4.8% on 2010 (million) : Suburban passenger journeys 887.6 +5.5% (million): Long-distance passenger journeys 114.8 -1.0% (million):

Passenger-km (billion) : 139.8 +0.6%

Freight tonnes (million): 1,241.6 +3.0%

Freight tonne-km (billion): 2,703.7 +8.1% Coal (million tonnes) 296.2 +3.5% Coke (million tonnes) 12.9 +2.8% Crude oil, petroleum products 250.0 -1.1% (million tonnes) Iron and manganese ores (million 110.9 +8.8% tonnes) Ferrous metals (million tonnes) 73.5 +1.1% Ferrous metal scrap (million 20.2 -2.3% tonnes) Fertilisers (million tonnes) 46.5 +2.3% Cement (million tonnes) 34.5 +3.5% Timber (million tonnes) 40.6 -2.0% Cereals (million tonnes) 20 +10.5% Construction materials (million 157.8 +10.7% tonnes) Non-ferrous ores, sulphur (million 23.8 +6.4% tonnes)

Annual revenue: RUR1,195.1 billion (2011)

Net profit: RUR17.7 billion (2011)

Planned investments up to 2030: USD450 billion

Asset value: RUR3,189.9 billion (2011)

Workforce: 976,116 (2011)

RZD investment plans by 2015 and 2020

2015 2020

Pessimistic Optimistic Pessimistic Optimistic

Freight volume (billion tonnes) 1.37 1.49 1.59 1.74

Freight tonne-km (trillion tonnes) 2.38 2.588 2.7 2.978

Passenger-km (billion) 140.9 18.8 141.9 172.5

High-speed and upgraded express – – 6,323 network (km)

Passenger km on above (billion) – – 18.9

Train pairs per day on above – – 78

New trunk main lines (km) 259.2 –

New secondary main lines (km) 2,389 –

New interlocking equipment (km) 1,079 586.1 km

Electrification (main lines) (km) 619.9 538.9 km

Rolling stock acquisition RUR298.0 billion (EUR7.46 RUR465.0 billion (EUR12.0 investment billion) billion)

Motive power and infrastructure RUR1.97 trillion (EUR50.8 RUR2.17 trillion (EUR56.0 renewal/replacement billion) billion)

These are data released for the General Plan of Railway Network Development, which runs until 2020. This Plan was reviewed by RZD on 26 March 2012. Total investment stated is RUR4.138 trillion (EUR106.8 billion), but this figure does not cover all projected high-speed network construction schemes and development of major rail interchanges.

Mack Brooks Exhibitions Ltd © 2012 10 Network Map Sources Cartography is invaluable. RZD publishes useful network maps of its 17 operating divisions, showing inter- station distances, though station names are in Cyrillic. Frustratingly, north is not always at the top of the map, and no compass is provided (Kaliningrad is the worst example of this). Each map downloads as a jpg or gif file of about 1 MB. To access the maps directly (they are on two pages), go to: http://visual.rzd.ru/isvp/public/visual?STRUCTURE_ID=5112

Google Earth is also a useful starting point, and for some parts of Russia the resolution level is very good. However, a recommended general map is: http://www.parovoz.com/maps/supermap/index-e.html

The author of this map is Dmitry Zinoviev. Unlike the division-by-division RZD maps, it covers the whole country, together with former members of the USSR, and users simply click on desired regions to enlarge them. Latinised versions of place names, rather than Cyrillic, are used. Lines are colour-coded according to status (open, closed, under construction, passenger and freight, freight-only, industrial, single- or multiple- track, electrification and gauge), and although inter-station distances are not shown, depot locations are. International borders appear too. For printing purposes the map can be bought as a 300 dpi PNG file from www.lulu.com

The 16 RZD Geographical Operating Divisions

On the pages that follow, these are ordered from west to east:

• Kaliningrad Division • Moskva Division • October Division • Northern Division • Gorky Division • Southeastern Division • North Caucasus Division • Kuibishev Division • Privolzhsk Division • Sverdlovsk Division • South Urals Division • West Siberian Division • Krasnoyarsk Division • East Siberian Division • Trans-Baikal Division • Far Eastern Division

The former Sakhalin Division has recently been integrated into the Far Eastern Division.

Kaliningrad Division Kaliningradskaia zeleznaia doroga Калининградская железная дорога 236039 Kaliningrad Oblast, Kaliningrad, ul. Kiev 1 Tel: +7 4012 58 66 47 Head of Division: Sergei Kolomeets Website: http://kzd.rzd.ru Data summary table (Russian only): http://rzd.ru/isvp/public/rzd?STRUCTURE_ID=5010&layer_id=5040&id=525 Map: http://visual.rzd.ru/isvp/public/visual?STRUCTURE_ID=5112&page300_349=1 (first page, middle row, on the right)

Mack Brooks Exhibitions Ltd © 2012 11 Network : In 2011 RZD’s Kaliningrad Division had a network length of 617.7 km, employed 2,593 people. It carried 2,695,000 passengers on suburban services and 535,000 on long-distance ones, and moved 14.7 million tones of freight. The lines were built to 1,435 mm gauge during the era when this district formed part of Ost-Preussen, and were rebuilt to 1,520 mm gauge in the 1940s, after the frontier revisions ordained by the Potsdam Treaty. As a result, this is the only part of the RZD system contiguous with the 1,435 mm network of central and western Europe, with three border crossings into Poland (Russian border stations named first): • Mamonovo/Braniewo: this is used by both passenger and freight services. The 1,520 mm gauge line continues south into Poland through Braniewo to serve three logistics terminals in the forests between there and Bogaczewo. On the Russian side the 1,435 mm gauge track extends north to Kaliningrad, in places following a different route to the 1,520 mm gauge line. • Bagrationovsk/Bartoszyce: this was closed years ago, and here on the Polish side there was dual gauge track south from Glomno to Bartoszyce to serve a factory. • Zheheleznodorozhny/Skandawa: the third, easternmost crossing is freight-only, the 1,435 mm gauge track continuing north to exchange sidings near Chernyakhovsk, and the 1,520 mm gauge extending south to exchange sidings near Skandawa.

However, to reach Kaliningrad oblast from the rest of the RZD network, trains have to traverse Lithuania and either Latvia or Belarus, increasing paperwork, costs and journey time, especially for freight movements. The crossings (with Russian border stations named first) are: • Nesterov/Kibartai: this is the main route used by both passenger and freight trains. • Sovetsk/Papegiai: this is a lightly used freight-only route at present.

The strategic importance of Kaliningrad and nearby Baltijsk as freight ports (with ferry services to and from Mukran in Germany) is likely to decline as the facilities at Ust-Luga, near St Petersburg, expand.

Moskva Division Moskovskaia zeleznaia doroga - filial OAO "RZD" Московская железная дорога - филиал ОАО " РЖД " 107174 Moskva, ul. Krasnoprudnaya, 20 Tel: +7 499 262 99 01 Fax: +7 499 262 90 95 Head of Division: Vladimir Ilyich Moldaver Head of Corporate Relations: Vladimir Myagkov Tel: +7 499 266 34 34 E-mail: [email protected] Website: http://www.mzd.ru Data summary table (Russian only): http://rzd.ru/isvp/public/rzd?STRUCTURE_ID=5010&layer_id=5057&refererLayerId=5040&id=411&print =1 Map: http://visual.rzd.ru/isvp/public/visual?STRUCTURE_ID=5112 (first page, bottom row, on right)

Network : In 2011 the Moskva Division network measured 8,800 route-km and employed 50,354 people. A total of 504 million passengers were carried on suburban services and 52.5 million on ling-distance ones. Freight traffic totalled 73 million tonnes. There are eight districts – Moskva-Kursk, Moskva-Ryazan, Moskva-Smolensk, Tula, Orel, Kursk, Smolensk and Bryansk.

The Russian capital is located in the northeast of the Division, and is served by 11 trunk routes. In 1908 the first of the two lines circumnavigating the city centre was completed, this being a modest 54 km in length. It is the subject of an upgrading programme under the Moscow Ring Railway Project (see Section 5 ). The 558 km outer circle was built between 1943 and 1960. Around 27% of Russia’s population lives within the area served by the Moskva Division, generating around 50% of RZD’s local traffic, 25% of all long-distance traffic and 30% of all revenue. Moskva suburban services are particularly frequent, with headways of between four and six minutes at peak periods on certain sections of route.

In February 2012 RZD announced plans to modernise eight Moskva stations at a cost of EUR110 million. Yaroslavsky, Kazansky, Leningradsky, Belorussky, Savelovsky, Paveletsky, Kievsky and Rizhsky stations are involved, and in 2012 Kievsky and Kazansky will be dealt with. Mack Brooks Exhibitions Ltd © 2012 12 To the west and southwest the Moskva Division borders on Belarus and Ukraine. From north to south, the five Russia/Belarus frontier crossings (with the Russian border station named first) are: • Rudnja/Zayol’sa: on the main line from Moskva via Smolensk and Vitebsk to Riga and Vilnius. • Krasnoe/Osinovka: on the main line from Moskva via Smolensk and Orsa to Minsk, Brest, Warszawa and Berlin. • Osja/Sesterovka: on the Roslavl to Kricev line, closed to traffic. • Suraz/Belynkovci: on the Uneca to Kricev secondary route, which runs from southeast to northwest, used by two daily passenger train pairs, and one which runs on alternate days – a mixture of BCh and UZ services, not RZD. • Zlynka/Dobrus: on the Bryansk to Homel main line, used by several international services.

The Russia/Ukraine crossings (with the Russian border station named first) are: • Klimov/Karpovyci: on the line from Novozybkov to Voronezhskaya. The centre section of this line, over the border, is now closed. • Uneca to Druzba and Vorozhba: freight-only – the passenger service was withdrawn in October 2003. This line crosses into Ukraine between Belaja Berezka and Znob Novogorodske, then south of Druzba very briefly returns to Russia no fewer than three times before reaching Vorozba in Ukraine, the only intermediate station within Russia being Lokot. • Voronezhskaya to Lokot: the international section of this local line is now closed. • Gluskovo/Volfine: part of the through route from Kursk and Lgov to Vorozhba and Kyjiv.

October Division Oktiabriokaia zeleznaia doroga - filial OAO "RZD" Октябрьская железная дорога - филиал ОАО " РЖД " 190011 St Petersburg, pl. Ostrowski, 2 Tel: +7 812 457 61 11 Fax: +7 812 457 66 99 Head of Division: Styepov Viktor Vasilyevich Tel: +7 812 457 62 44 Head of Public Relations: Minina Svetlana Viktorovna Tel: +7 812 436 63 29 Website: http://ozd.rzd.ru Data summary table (Russian only): http://rzd.ru/isvp/public/rzd?STRUCTURE_ID=5010&layer_id=5040&id=244 Map: http://visual.rzd.ru/isvp/public/visual?STRUCTURE_ID=5112&page300_349=2 (second page, top row, on the left)

Network : In 2011 the October Division network measured 10,372.7 route-km. There were 38,021 employees. 247 million tonnes of freight were moved, 118.9 million passengers were carried on suburban and 16.9 million on long-distance services. The division, which handles 60% of RZD’s freight traffic and 40% of its passenger traffic, is subdivided into six geographical sectors - Moskva, St Petersburg-Vitebsk, St Petersburg, Petrozavodsk, Murmansk and Volhovstroevskoe. The network also serves the ports of Ust-Luga, St Petersburg, Primorsk, Vyborg, Vitino and Murmansk. Of these, the one usually experiencing the least trouble with winter ice is the northernmost – Murmansk.

There are numerous border crossings shared with Finland, Estonia, Latvia and Belarus, none involving a break of gauge. The Finnish crossings are of special interest in view of the growing interest in developing an east-to-west rail and sea freight corridor between Asia and the USA and Canada. From south to north, the Finnish crossings are as follows (the Russian border station is listed first in each instance): • Luzhaika/Vainikkala: this is the main line from St Petersburg to Vyborg and Helsinki, which since December 2010 has been used by four Alstom-built Allegro high speed trains, cutting journey times substantially between the former Russian capital and that of Finland. It is also, at present, a major freight artery. Imports by rail to Finland consist mainly of raw materials and semi-finished products to feed Finnish industries. Eastbound, exports tend to consist of consumer goods and finished products. In 2009 freight transit traffic through Finland by rail amounted to 4.4 million tonnes, and VR admitted that this was a highly competitive environment, with various other route options. In fact 90% of freight transit traffic through Finland goes by road, and the role of the new major port

Mack Brooks Exhibitions Ltd © 2012 13 at Ust-Luga, near the Estonian border on the southern shore of the Baltic should not be under- estimated in its ability to drain traffic from the Finnish border crossings. In 2007 VR and RZD’s TransContainer subsidiary created a joint venture, ContainerTrans, to offer ‘packages’ to clients, including forwarding companies. By 2010 a weekly container train from St Petersburg Shushary station was in operation. In October 2011 VR and Freight One (PGK) announced plans to create a 50/50 joint venture known as Freight One Scandinavia, registered in Finland. In 2008 the VR Group moved around 42 million tonnes of railfreight, with traffic between Finland and Russia amounting to some 40% of this. Over subsequent years the volume of freight diminished significantly, mainly because of a drop in Russian exports to Finland of uncut timber. • Svetogorsk/Imatranskoski: a freight-only line used mainly for timber traffic (imports to Finland). • Elisenvarra/Parikkala: closed, track lifted across border, but RZD map still shows it as extant. • Vyartsilya/Niirala: a freight-only line used mainly for importing timber to Finland. • Kostomuksha/Vartius: a freight-only line used mainly for the movement of iron ore pellets from a mine and processing works at Kostomuksha to a steelworks at Raahe in Finland, and also to Kokkola for export. In 2001 RZD opened a new 126 km line from Ledmozero to Kotshkoma, and it is hoped to electrify the whole route from Kontiomäki via Vartius and Ledmozero to Kotshkoma in the long term, improving rail links from Finland to both Murmansk amd Arhangelsk. • Alakurti/Kelloselkä: in Finland, infrequent passenger services survive east of Rovaniemi as far as Kemijärvi, and freight continues to Isokylä. Thence to Kelloselkä the line is mothballed, and beyond to the Russian border the track is still in place. Within Russia the section of line to Alakurti has been partially lifted. This route was built as part of Finnish war reparations to Russia, and it is not known whether there was ever any through traffic. However, it is now attracting interest as part of proposals to develop a new route for container traffic between eastern Asia and the western seaboard of the USA and Canada.

In 1992 the Norwegian consultancy firm Norconsult presented a project for developing the iron ore port of Kirkenes, on Sydvarangerfjorden in northeast Norway, for international use, and in 2001 World Port Kirkenes Group was founded. Three companies were envisaged – one to operate the port complex itself, another to co-ordinate traffic and activities with Murmansk and Archangelsk, where facilities were being used to near capacity levels, and a third, Barents Railways Company, to co-operate with both RZD and VR (Finland) in developing rail traffic. The first stage of rail network development would see a 40 km link being built from Nikel (the twin town of Kirkenes), at the end of the long RZD branch from Murmansk, to Bjørnevatn, the mine terminus of the busy 1,435 mm gauge railway to Kirkenes. Re-gauging of this line, or provision of a second track of 1,520 mm gauge, would be necessary. It was calculated in 2002 that the mines at Nikel would generate around 3 million tonnes of ore per annum (six trains daily over a 46-week operating period each year). In addition, container traffic was envisaged. At that time the whole project was scheduled for completion in 2010 but it does not appear to have progressed. See: http://www.wpk.no/wpkprospect.pdf

The crossings from Russia into Estonia, from north to south, with the Russian border station listed first, are: • Ivangorod/Narva: on the main line from St. Petersburg to Tallinn, but with just one daily passenger train pair linking the Estonian and Russian capitals. Substantial freight traffic, likely to diminish as facilities at the port of Ust-Luga develop. • Pechory-Pskovskie/Piiroja: on the line from Pskov to Tartu – freight only. • Pechory-Pskovskie/Piusa: on the line from Pskov to Valga – freight only, passenger services withdrawn in 2001.

The crossings from Russia into Latvia, from north to south, with the Russian border station listed first, are: • Purvmala/Vecumi: on the line from Pytalovo to Gulbene – closed to all traffic. • Skangali/Karsava: on the line from Pskov to Rezekne – once daily St Petersburg to Riga and St Petersburg to Vilnius passenger train pairs, plus freight. • Posin/Zilupe: on the line from Velikie Luki to Rezekne – two Riga to Moskva train pairs daily, plus freights.

The crossings from Russia into Belarus, from north to south, with the Russian border station listed first, are: • Klastica/Alesca: on the line from Nevel to Polack, with a sparse passenger service. • Nevel/Yezerisce: on the line from Nevel to Vicebck, used by several long-distance passenger trains.

Mack Brooks Exhibitions Ltd © 2012 14 Northern Division Severnaia zeleznaia doroga - filial OAO "RZD" Северная железная дорога - филиал ОАО " РЖД " 150003 Yaroslavl, Volzskaia nabereznaia, 59 Tel: +7 4852 79 44 00, +7 4852 79 41 31 Fax: +7 4852 79 82 24 Head of Division: Bilokha Vasiliy Alyeksandrovich Tel: +7 4852 79 44 00 Head of Public Relations: Elena Buzakova Tel: +7 4852 79 45 75 E-mail: [email protected] Website: http://szd.rzd.ru/isvp/public/szd?STRUCTURE_ID=1 Data summary table (Russian only): http://rzd.ru/isvp/public/rzd?STRUCTURE_ID=5010&layer_id=5057&refererLayerId=5040&id=524&print =1 Map: http://visual.rzd.ru/isvp/public/visual?STRUCTURE_ID=5112&err=1&page300_349=2 (second page, middle row. centre)

Network : In 2011 the Northern Division’s rail network was 5,958 km in length, and there were 25,479 employees. 224.8 million tonnes of freight were moved. On long-distance services 13 million passengers were carried, and on suburban services, 13.7 million. The Division is sub-divided into five zones – Arkhangelsk, Solvychegodsk, Sosnogorsk, Vologda and Yaroslavl, and covers a vast area, from the northern suburbs of Moskva to the Barents Sea and the Urals, serving seven oblasts, the Komi Republic, and the Yamalo-Nenet Autonomous District. Around 25% of all timber railfreight is moved by this Division, which also serves the huge steelworks at Cherepovec, the Yaroslav and Ukhtinsk oil refineries, the Pechora coal mining basin, the Yamal oil and gas fields, and several large sawmills and wood pulp factories.

Gorky Division Gorioovskaia zeleznaia doroga - filial OAO "RZD" Горьковская железная дорога - филиал ОАО " РЖД " 603011, Nizhny Novgorod, ul. Oktiabriokoi Revoliucii, 78 Tel: +7 831 248 44 00 Fax: +7 831 245 41 42 E-mail: [email protected] Head of Division: Lyesoon Anatoliy Fyedorovich Head of Public Relations: Todua, Levan Vladimirovich Tel: +7 831 248 69 00 Website: http://gzd.rzd.ru Data summary table (Russian only): http://rzd.ru/isvp/public/rzd?print=1&STRUCTURE_ID=5010&layer_id=5057&refererLayerId=5040&id=4 12&page5057_3061=1 Map: http://visual.rzd.ru/isvp/public/visual?STRUCTURE_ID=5112 (first page, centre, top row)

Network : In 2011 the Gorky Division rail network had a length of 5,296.4 km, and a workforce of 28,534. That year 39.9 million tonnes of freight were carried, 7.1 million passengers used long-distance services, and 41.3 million used local ones. The Division has five zones – Muroms'ke, Gorky, Kirov, Kazan and Izhevsk, and covers parts of six Republics (Mordoviya, Chuvashiya, Udmurtiya, Tatarstan, Mari-El and Bashkiriya) and nine Oblasts (Moskva, Vladimir, Nizhny Novgorod, Kirov, Perm, Yekaterinburg, Vologda, Ryazan and Ulyanovsk). The Division is a long, thin one, extending eastwards from Moskva to the Urals. It follows the route of two main lines, that from Moskva via Nizhny Novgorod, Kirov and Perm to Yekaterinburg, and the slightly more southern one, from the capital to Yekaterinburg via Murom, Kazan and Sarapul. Trains heading for the Trans-Siberian can use either route. There are also various north-south links between these two arteries. As a curiosity, this is the only railway operating division in the world named after a writer. Maxim Gorky was born in Nizhny Novgorod in 1868, and died in 1936.

Southeastern Division IUgo-Vostochnaia zeleznaia doroga - filial OAO "RZD" Юго -Восточная железная дорога - филиал ОАО " РЖД "

Mack Brooks Exhibitions Ltd © 2012 15 394036 Voronezh, pr.Revolyutsii, 18 Tel: +7 4732 65 44 50 Fax: +7 4732 65 83 73 Head of Division: Anatoliy Ivanovich Volodko Tel: +7 4732 65 44 50, Fax: +7 4732 65 83 73 Head of Public Relations: Nikolai Ivanovich Chookhlyebov Tel: +7 4732 65 23 98 Website: http://uvzd.rzd.ru Data summary table (Russian only): http://rzd.ru/isvp/public/rzd?STRUCTURE_ID=5010&layer_id=5057&refererLayerId=5040&id=410&print =1 Map: http://visual.rzd.ru/isvp/public/visual?STRUCTURE_ID=5112&page300_349=2 (second page, bottom row, on left)

Network : In 2011 the Southeastern Division had a network length of 4,189 km and employed 22,608 people. That year, 82.5 million tonnes of freight were moved, while 23.7 million passengers were carried on long- distance services and 16.2 million on suburban trains. The Southeastern Division, the name of which, like those of the others, has historical links, is situated to the southeast of Moskva, not in southeast Russia, and has five zones – Rtischev, Liskinsky, Belgorod, Eletskii and Michurinskoye.

There are seven border crossings into Ukraine. From west to east, with the Russian frontier station listed first, these are: • Ilek-Penkovka/Puskarne: on the Gotnya to Sumy line – one local passenger train pair daily, operated by UZ. • Chotmyzsk/Odnorobivka: on the Gotnya to Kharkov line – three local passenger train pairs daily. • Naumovka/Kozaca Lopan: on the Belgorod to Khakov main line, used by several local and long distance passenger trains. • Nezegol/Ohurtsove: on the Belgorod to Kupyansk line – one local passenger train pair daily from Belgorod to Volchansk. • Solovej/Topoli: on the Valuyki to Kupyansk main line – several local and long distance passenger services. • Vystryel/Hrakivka: on the secondary line from Valuyki to Lugansk – used by a couple of long distance passenger services that operate on certain days of the week. • Gartmasevka/Selystivka and Zorynivka/Chertkovo: A corridor line, with just one local station in Ukraine, two local passenger train pairs daily between Chertkovo and Rossosh. The line is that from Voronezh and Liski to Millerovo and Likhaya (in the North Caucasus Division).

North Caucasus Division Severo-Kavkazskaia zeleznaia doroga - filial OAO "RZD" Северо -Кавказская железная дорога - филиал ОАО " РЖД " 344019 Rostov-na-Donu, Teatralioaia ploshtadio, 4 Tel: +7 863 259 44 00, +7 863 259 50 09 Fax: +7 863 259 48 48 E-mail: [email protected] Head of Division: Vladimir Nikolayevich Guoloskokov Head of Public Relations: Vladimir Sverschevsky Tel: +7 863 259-50-39 Website: http://skzd.rzd.ru

Data summary table (Russian only): http://rzd.ru/isvp/public/rzd?STRUCTURE_ID=5010&layer_id=5057&refererLayerId=5040&id=952&print =1 Map: http://visual.rzd.ru/isvp/public/visual?STRUCTURE_ID=5112&page300_349=2 (second page, middle row, on right)

Network : In 2011 the North Caucasus Division had a network length of 6,304 km, and employed 39,003 people. 169.8 million tonnes of freight were moved, while 17.2 million passengers were carried on long-

There are seven border crossings, five with Ukraine, one with Georgia, and one with Azerbaijan. The Russia/Ukraine crossings with the Russian border station named first, are: • Staraya Ilyenko/km 122: on the Millerovo to Lugansk line, possibly still a sparse local passenger service. • Plesakovo/Izvaryne: on the Likhaya to Simeykyne local line, crossing the border three times. Possibly still used by freight traffic. • Gukovo/Krasna Mohyla: on the Likhaya to Debaltsevo line, used by various infrequent long- distance services. • Zakordonnyj/km 1,092: on the freight-only line from Michaylo Leontevskaya to Dovzanska. • Uspenskaya/Kvasyne: on the Taganrog to Ilovaysk line, used by several long-distance passenger trains.

The Russia to Georgia (Abkhazia) crossing was: • Velesoye/Gagra: RZD used to operate a twice-daily EMU service from Adler to Gagra, on the line to Sukhumi. The border was closed for political reasons, and the railway bridge over the Inguri river (the border between Georgia and Abkhazia) was blown up on 14 August 1992. On 5 March 2012 RZD and the Abkhazian railway operator announced that they planned to restore rail services on the coastal line, with RZD repairing the infrastructure in Abkhazia.

Vladikavkaz to Tskhinvali is a proposed new line from Russia to Georgia, a route which would involve tunnelling under the main watershed of the Caucasus, though the likelihood of this being built in the near future is slim – this is politically a very volatile region.

There is one crossing from Russia into Azerbaijan: • Belidzi/Jalama: on the main line from Mahackala to Baku.

Kuibishev Division Kuib ыshevskaia zeleznaia doroga - filial OAO "RZD" Куйбышевская железная дорога - филиал ОАО " РЖД " 443030 Samara, Komsomoliokaia ploshtadio, 2/3 Tel: +7 846 303 49 50 Fax: +7 846 303 48 48 Head of Division: Shaydoollin Shyevkyet Noorgualiyevich Head of Public Relations: Vyacheslav Mikhailovich Stepanov Email: [email protected] Tel: +7 846 303 32 76, + 7 846 303 22 62 Website: http://kbsh.rzd.ru Data summary table (Russian only): http://rzd.ru/isvp/public/rzd?STRUCTURE_ID=5010&layer_id=5040&id=43 Map: http://visual.rzd.ru/isvp/public/visual?STRUCTURE_ID=5112 (first page, bottom row, centre)

Network : In 2011 the Kuibishev Division network measured 4,752 km in length and there were 28,999 employees. 67 million tonnes of freight were moved, 5.6 million passengers were carried on long-distance services and 16.9 million on suburban ones.

Privolzhsk Division Privolzskaia zeleznaia doroga - filial OAO "RZD" Приволжская железная дорога - филиал ОАО " РЖД " 410031 Saratov, ul. Moskovskaia, 8 Tel: +7 8452 41 61 71 Fax: +7 8452 41 40 13 Head of Division: Khrapatiy Alyeksandr Vasilyevich Head of Public Relations: Alexei Pavlovich Shtoorkin Tel: +7 8452 41 61 20 E-mail: [email protected]

Mack Brooks Exhibitions Ltd © 2012 17 Website : http://privzd.rzd.ru Data summary table (Russian only): http://rzd.ru/isvp/public/rzd?STRUCTURE_ID=5010&layer_id=5040&id=406 Map: http://visual.rzd.ru/isvp/public/visual?STRUCTURE_ID=5112&err=1&page300_349=2 (second page, top row, centre) Network : In 2011 the Privolzhsk Division rail network had a length of 4,236.8 km, and 20,241 employees. That year 35.7 million tonnes of freight were moved, while 9.1 million passengers were carried on long- distance services and 8.6 million on suburban ones. The Division has three zones – Saratov, Volgograd and Astrakhan.

There are three border crossings with Kazakhstan. From west to east, these are: • On the line which runs from Seitovka, just north of Astrakhan, along the north shore of the Caspian to Atyrau. • On the main line from Astrakhan to Saratov – this crosses into Kazakhstan twice and returns to Russia on both occasions. There are five local stations in Kazakhstan. • On the main line from Saratov to Oral.

Sverdlovsk Division Sverdlovskaia zeleznaia doroga - filial OAO "RZD" Свердловская железная дорога - филиал ОАО " РЖД " 629013 Yekaterinburg, ul. Chelyuskintsev, 11 Tel: +7 343 358 44 00, +7 343 358 20 00 Head of Division: Mironov Alyeksyey Yoryevich Head of Public Relations: Yelyena Edooardovna Radchyenko Tel: +7 343 358 47 63 E-mail: [email protected] Website: http://svzd.rzd.ru Data summary table (Russian only): http://rzd.ru/isvp/public/rzd?STRUCTURE_ID=5010&layer_id=5057&refererLayerId=5040&id=245&print =1 Map: http://visual.rzd.ru/isvp/public/visual?STRUCTURE_ID=5112&err=1&page300_349=2 (second page, middle row, on left)

Network : In 2011 the rail network of the Sverdlovsk Division had a length of 7,165 km and there were 34,210 employees. That year 124.9 million tonnes of freight were moved, while 10.1 million passengers were carried on long-distance services and 26.04 million on suburban ones. The network, the main artery of which is the Trans-Siberian, serves the districts of Nizhny Tagil, Perm, Yekaterinburg, Surgut and Tyumen and the Khanty-Mansisk and Yamalo-Nenet Autonomous Districts, immediately to the east of the Urals. Sverdlovsk was the Soviet name for Yekaterinburg.

South Urals Division IUzno-Uraliokaia zeleznaia doroga - filial OAO "RZD" Южно -Уральская железная дорога - филиал ОАО " РЖД " 454000 Chelyabinsk, ploshtadio Revoliucii, 3 Tel: +7 351 268 44 00 Fax: +7 351 268 48 48 Head of Division: Viktor Alyeksyeyevich Popov Tel: +7 351 268 47 93 Head of Communications: Vyelichko Yeguor Guyennadyevich Tel: +7 351 268 66 02 E-mail: [email protected] Website: http://yuzd.rzd.ru Data summary table (Russian only): http://rzd.ru/isvp/public/rzd?STRUCTURE_ID=5010&layer_id=5057&refererLayerId=5040&id=282&print =1 Map: http://visual.rzd.ru/isvp/public/visual?STRUCTURE_ID=5112&page300_349=2 (second page, bottom row, centre)

Mack Brooks Exhibitions Ltd © 2012 18 Network : In 2011 the South Urals Division had a network length of 4,806.6 km and employed 25,925 people. That year 309.8 million tonnes of freight were moved, 8.4 million passengers were carried on long-distance services and 12.6 million on local ones. There are four zones – Kurgan, Orsk, Chelyabinsk and Petropavlovsk, the latter apparently the direct responsibility of RZD. To the south of this Division lies Kazakhstan, and there are eight border crossings: • The main line from Oral to Aktöbe enters Russia briefly, between Syngyrlau and Zajsan, and on this section, at Betsk, there is a junction with the RZD line running south from Orenburg. • The line from Orsk to Kandagach enters Kazakhstan between Orsk and Alimbet. • The branch line from Orsk to Svetlyj briefly enters Kazakhstan (one station) then returns to Russia about 50 km before its terminus. • The line from Magnitogorsk to Astana enters Kazakhstan between Kartaly and Karaoba. • The line from Chelyabinsk to Troitsk and Orsk briefly enters Kazakhstan (two stations) then returns to Russia just south of Zolotaya Sopka. • The line from Chelyabinsk to Troitsk and Kustanay enters Kazakhstan between Zolotaya Sopka and Peskovka. • The line from Kurgan to Novoishimskaya enters Kazakhstan just north of Presnogorskovskaya. • The main line from Kurgan to Omsk enters Kazakhstan between Petuhovo and Isilkul to serve the large town of Petropavlovsk, whence a line runs south to Kokchetav.

West Siberian Division Zapadno-Sibirskaia zeleznaia doroga - filial OAO "RZD" Западно -Сибирская железная дорога - филиал ОАО " РЖД " 630004 Novosibirsk, Vokzalnaya, 14 Tel: +7 383 229 44 52 Fax: +7 383 229 48 48, +7 383 222 44 83 Head of Division: Tzyelko Alyeksandr Vitalyevich Head of Public Relations: Varyuschenkov, Alexandr Tel: +7 383 229 44 17 E-mail: [email protected] Website: http://www.zszd.ru Map: http://visual.rzd.ru/isvp/public/visual?STRUCTURE_ID=5112 (first page, middle row, centre)

Network : In 2011 the West Siberian Division has a network length of 5,557.9 km, over 70% electrified, and employed 44,184 people. 357.9 million tonnes of freight were moved (coal accounting for just over 74%), together with 10.5 million passengers on long-distance services and 41.9 million on suburban ones. The West Siberian Division, which is situated to the south of the Sverdlovsk Division, was until 2011 sub- divided into four districts – Altai, Kuzbass, Novosibirsk and Omsk, and covers parts of Omsk, Novosibirsk, Kemerovo and Tomsk Oblasts, Altai district and parts of Kazakhstan. A new three-tier management structure was introduced in 2011.

From east to west the border crossings with Kazakhstan are Rubtsovsk to Lokot, Kulunda to Serbatky, Irtyshskoe to Kzyl-Tu, and Isil-Kul to Bulaevo. The line from Karasuk to Irtyshskoe also crosses into Kazakhstan for a short distance, serving four villages within the latter country. None of these crossings involves a break of gauge.

Krasnoyarsk Division Krasnoiarskaia zeleznaia doroga - filial OAO "RZD" Красноярская железная дорога - филиал ОАО " РЖД " 660021 Krasnoyarsk district, Krasnoyarsk, ul. Gorioogo, 6 Tel: +7 391 259 44 40, +7 391 259 48 48 Fax: +7 391 223 13 28 Head of Division: Ryeynguardt Vladimir Guaroldovich Head of Public Relations: Belov, Viacheslav Vitaliovich Tel: +7 391 259 42 10 Website: http://kras.rzd.ru Data summary table (Russian only): http://rzd.ru/isvp/public/rzd?STRUCTURE_ID=5010&layer_id=5040&id=926 Map: http://visual.rzd.ru/isvp/public/visual?STRUCTURE_ID=5112 (first page, bottom row, on left)

Network : In 2011 the rail network of the Krasnoyarsk Division had a length of 3,158 km, and employed 17,061 people. That year the network carried 72.7 million tonnes of freight, 2.3 million passengers on long- distance services and 6.9 million on suburban ones. The Division has two zones – Krasnoyarsk and Abakan. The industrial town of Achinsk, to the west of Krasnoyarsk, forms an important rail crossroads within the Division, which is traversed in the north by the Trans-Siberian. Another major junction is Tayshet, just over the border to the east in the East Siberian Division, and the start of the Baikal-Amur Magistral. From here a useful alternative to the Trans-Siberian runs southwest, then west to Abakan and Barnaul.

East Siberian Division Vostochno-Sibirskaia zeleznaia doroga - filial OAO "RZD" Восточно -Сибирская железная дорога - филиал ОАО " РЖД " 66403 Irkutsk, ul. Marx, 7 Tel: +7 3952 64 44 00 Fax: +7 3952 64 48 48 Head of Division: Vasiliy Fyedorovich Frolov Head of Communications: Yevguyeniy Mikhaylovich Khokhryakov Tel: +7 3952 64 56 61 Website: http://vszd.rzd.ru Data summary table (Russian only): http://rzd.ru/isvp/public/rzd?STRUCTURE_ID=5010&layer_id=5057&refererLayerId=5040&id=242&print =1 Map: http://visual.rzd.ru/isvp/public/visual?STRUCTURE_ID=5112 (first page, top row, on the left)

Network : In 2011 the East Siberian Division had a network length of 3,876.7 km, a workforce of 23,457, moved 160.9 million tonnes of freight, and carried 3.4 million on long-distance services and 16.9 million passengers on suburban ones. The Division, which spreads across Irkutsk and Chita oblasts and Buryatiya and Sakha-Yakutiya Republics, is sub-divided into four zones – Taishet, Irkutsk, Ulan-Ude and Severobaikalsk. The road network in this part of Russia is poorly developed, and rail thus enjoys a high share in the movement of freight – around 89% shortly after the turn of the millennium.

At that time there was no surfaced road between central and eastern Siberia, offering rail great advantages. Construction of the M58 main road, the Amur Highway ( Федеральная автомобильная дорога M58) between Chita and Khabarovsk na Amure (2,100 km) began in the late 1940s, but by the turn of the millennium the integrated asphalted network ended at Cernycevsk, east of Chita, and began again at Simanovsk. There was a major push forward between 1998 and 2004 to complete the missing link, but it appears that much remains to be done. In late August 2010 Vladimir Putin announced that priority should be given to rebuilding the 760 km M60 Ussuri Highway (Федеральная автомобильная дорога M60) from Khabarovsk to Vladivistok, built between 1994 and 1996, where traffic is comparatively heavy. There are still many sections of the Trans-Siberian Highway east of Krasnoyarsk and west of Chita that have a gravel surface. The only asphalted road route between Siberia and Far Eastern Russia lies via northernmost China.

The two main rail routes are the TSM ( Транссибирская магистраль , Transsibirskaya magistral), skirting the southern shore of Lake Baikal, and running to the north of the latter, the BAM ( Байкало -Амурская Магистраль , Baikalo-Amurskaya Magistral). Construction of the Trans-Siberian began at both ends, in 1891, the line being completed in 1916. A major civil engineering challenge was the section of route round the southern end of Lake Baikal, just east of Irkutsk, and until this was completed train ferries, with reinforced hulls for icebreaking, were used. Electrification of the Trans-Siberian began in 1929 and was completed in 2002, enabling the operation of 6,000-tonne freights.

The BAM was conceived as a strategic alternative to the Trans-Siberian, at a prudent distance from the Chinese border. Construction began in the 1930s, but was abandoned following Stalin’s death in 1953. Leonid Brezhnev revived the project in March 1974 and the line was declared complete – at a cost of USD14 billion – in 1991. The BAM leaves the Trans-Siberian at Tayshet and passes through Bratsk, Severobaikalsk, Tynda and Komsomolsk-na-Amure en route to the Pacific coast, where it serves the ports of Vanino (train ferry to Kholmsk on Sakhalin) and Sovetskaya Gavan. Line length (excluding branches) is 4,287 km. Originally it was a single operational unit but in 1996 the section from Tayshet to near Khani became part of the East Siberian Division, the remainder coming under the jurisdiction of the Far East Division.

There is one international line – that from Ulan-Ude via Darkhan and Sühbaatar to Ulaanbaatar in Mongolia. No break of gauge is involved, though there is one between Mongolia and China at Zamyn Uud/Erenhot.

Trans-Baikal Division Zabaikaliokaia zeleznaia doroga - filial OAO "RZD" Забайкальская железная дорога - филиал ОАО " РЖД " 672092 Chita, ul. Leningradskaya, 34 Tel: +7 3022 22 43 16 Fax: +7 3022 26 05 73, +7 3022 22 48 48 Head of Division: Ivanov Syerguyey Yoryevich Head of Public Relations: Aleksandr Olegovich Barinov Tel: +7 3022 24 42 30 Website: http://zabzd.rzd.ru Data summary table (Russian only): http://rzd.ru/isvp/public/rzd?STRUCTURE_ID=5010&layer_id=5057&refererLayerId=5040&id=476&print =1 Map: http://visual.rzd.ru/isvp/public/visual?STRUCTURE_ID=5112 (first page, middle row, on left)

Network : In 2011 the Trans-Baikal Division network measured 3,336.1 km in length. That year 130.5 million tonnes of freight were carried, together with 4.2 million passengers on long distance services and 2.8 million on suburban ones. The Division, which is sub-divided into three districts, Chita, Mogochinskoe and Svobodnenskoe, employed 33,663 people.

The protagonist of the Trans-Baikal Division is without doubt the Trans-Siberian, which reaches its highest point, 1,030 m, at Turgutyi station, just west of Chita. Tarskaya, to the east of the latter city, is the junction for the line to the Chinese border at Zabaikalsk/Manzhouli, and the China Eastern Railways line to Kharbin. Borzya, roughly two-thirds of the way from Tarskaya to Zabaikalsk, is the junction for a line which runs south over the Mongolian border at Solovyevsk/Erèèncav, extending for 238 km beyond the frontier to Choybelsan. There are four other branches from the Trans-Siberian which terminate close to the Chinese border, but none which crosses it.

Far Eastern Division Dalioevostochnaia zeleznaia doroga - filial OAO "RZD" Дальневосточная железная дорога - филиал ОАО " РЖД " 680000 Khabarovsk, ul. Muraveva-Amur, 20 Tel: +7 4212 38 44 00, +7 4212 38 41 36 Fax: +7 4212 38 48 48 Head of Division: Mikhail Mikhaylovich Zaichyenko Head of Public Relations: Tripyelyetz Dyenis Yoryevich Tel: +7 4212 38 42 86 E-mail: [email protected] Website: http://dvzd.rzd.ru Data summary table (Russian only): http://rzd.ru/isvp/public/rzd?STRUCTURE_ID=5010&layer_id=5040&id=243 Map: http://visual.rzd.ru/isvp/public/visual?STRUCTURE_ID=5112 (first page, top row, on the right)

Network : In 2011 the Far Eastern Division network measured 6,795 km in length, and employed 30,361 people. That year 49.3 million tonnes of freight were moved, 4.769 million passengers were carried on long distance trains and 11.5 million on suburban services. Far Eastern is subdivided into four operating areas - Khabarovsk, Vladivostok, Komsomolsk, and Tyndinskoe. On 23 April 2010 the Sakhalin Division (see below) was incorporated in the Far Eastern Division.

This is Russia’s ‘Window on the East’. Here the Trans-Siberian and BAM meet the Pacific, an RZD branch crosses the Chinese border and another reaches the frontier with North Korea. East of Komsomolsk na Amure construction of the BAM started in 1943 and the line was inaugurated two years later. The line serves the ports of Sovetskaya Gavan and Vanino, which are just 15 km apart as the crow flies, though twice that by

Mack Brooks Exhibitions Ltd © 2012 21 road or rail. Sovetskaya Gavan is a deepwater port for cargo and fishing vessels, and until the 1990s was a supply base for the Russian Pacific Fleet. It has a population of around 29,400 (on the decline) and a railfreight terminal. Vanino, whose population is now around 19,000, was once administratively part of its southern neighbour, becoming a separate town in 1958. The southern terminal is for shipping services to and from far northeastern Siberia. In 1989 it handled 11.5 million tonnes of freight, though the volume declined to 6.2 million tonnes in 2005. It nevertheless still ranks among the ten largest Russian ports in terms of traffic volume. The Transbunker Group oil refinery is the only one in Russia specifically designed to produce marine engine diesel fuel, between 1.5 and 2 million tonnes of coal are handled annually, and Russia’s largest coal mining concern, Mechel, is building a new coal terminal, with a capacity to throughput 25 million tonnes annually with a view to supplying expanding Asian markets. Completion is scheduled for 2012.

Khabarovsk, where the Trans-Siberian crosses the Amur by means of both bridge and tunnel (the bridge route recently double-tracked), has the largest marshalling yard in eastern Russia, undergoing expansion at present.

Although Vladivostok is the eastern terminus of the Trans-Siberian, between the 1950s and the end of the Soviet era the city became the base for the Soviet Pacific Fleet and was closed to foreign shipping. This resulted in the development of the fishing village of Nakhodka, about 85 km further east, for ferry services to and from Japan. The local economy suffered when Vladivostok was again opened to foreigners, and more recently Nakhodka has been declared a Free Economic Zone to boost the local economy. The main port district is Vostochny, to the east of Nakhodka, in the suburb of Vrangel, and the deep-water, ice-free conditions here have favoured its growth. It is now the largest port in eastern Russia, and two of the main activities are coal handling, using conveyors, and throughput of containers.

9,302 km from Moskva by rail, Vladivostok had 578,000 residents in 2009 – like most of the towns and cities in this part of Russia the population is on the decline. The local economy is still based heavily (around 80% of all commercial production) on the fishing industry.

There are two international rail routes within the Far Eastern Division, both involving a break of gauge. 107 km northwest of Vladivostok on the Trans-Siberian is Ussuriysk, the junction for the line to China via Grodekovo/Suifenhe and Kharbin. Were it not for the break of gauge this would offer the potential to ease capacity constraints on the eastern section of the Trans-Siberian. Even so, the volume of freight using this route has increased.

85 km northwest of Vladivostok, and just south of Ussuriysk, is another junction, from where a line runs south 238 km to Khasan, on the border with North Korea, then continuing over the Tumen river (which forms the border) to Tumengang, whence there is a 54 km 1,435 mm gauge line to the port of Rajin.

Under a 49-year agreement signed in March 2008 between RZD Trading House and the port authorities of Rajin, which lies within the special North Korean economic district of Rason, the two parties formed a joint venture known as RasonKonTrans, in which RZD has a 70 % (EUR19.6 million) stake. In Rajin a container terminal is being built, and the Tumengang to Rajin railway upgraded and doubled – one track of 1,435 mm gauge, the other of 1,520 mm. Work on the ground began in early October 2008 and the link was completed in October 2011, paving the way for an expected commencement of regular services in late 2012. Line capacity is 15 train pairs daily, and the target was for 200,000 TEUs to be moved via this route in 2013. Much depends on how quickly relationships between North and South Korea improve during this period, it being hoped that freight forwarding concerns in the latter country will also start using the new port and logistics facilities at Rajin.

Sakhalin Division On 23 April 2010 this was incorporated in the Far Eastern Division. Data referring to the Sakhalin rail network is thus absorbed in that for the latter Division. Contact details are retained below, together with some of the key data referring to this unique network.

Sahalinskaia zeleznaia doroga - filial OAO "RZD" Сахалинская железная дорога - филиал ОАО " РЖД "

Mack Brooks Exhibitions Ltd © 2012 22 69300 Yuzhno-Sakhalinsk, Kommunisticheskii prospek, 78 Tel: +7 4242 71 44 08, 71 44 00 Fax: +7 4242 71 48 48, 71 27 77 E-mail: [email protected] Vice-Head of Division: Andryey Nikolayevich Vaoolin Tel: +7 4242 71 44 00 Head of Public Relations: Sergei Leonelevich Dashinski Tel and Fax: +7 4242 71 36 68 E-mail: [email protected] Map: http://visual.rzd.ru/isvp/public/visual?STRUCTURE_ID=5112&err=1&page300_349=2 (second page, first row, on right)

Network : The long (948 km), thin (170 km) island of Sakhalin, lying off the Pacific coast of Russia, is an intriguing element in the transport chain in this part of the world. It covers an area of 72,492 km², has a population of around 580,000, and its capital is Yuzhno-Sakhalinsk, which has just over 174,000 residents. It is separated from Japan’s northernmost large island, Hokkaido, by the Soya or Pérouse Strait, which is 40 km wide, and from the Russian mainland by the Mamiya or Tartary Strait, just 7.3 km wide and a mere 4 m deep. Japanese sovereignty over southern Sakhalin and the Kuril archipelago is still a matter of dispute, but in recent years relationships between Russia and Japan have become more harmonious.

The rail network on the island reflects its mixed historical background. The first line, of 600 mm gauge and for military purposes, was built by the Japanese and was soon converted to 1,067 mm. By 1945 the rail network in the Japanese part of the island measured 700.4 km in length. During the 1920s a 750 mm gauge network was developed beyond the 1,067 mm gauge railhead at Nogliki in northern Sakhalin to facilitate exploitation of local coal and oil deposits. Between 1930 and 1932 a short 1,520 mm gauge line was built from the mining town of Okha (also the terminus of the 750 mm gauge system) to the port of Moskalvo. In 2009 the RZD network on Sakhalin measured 804.9 km in length. 2.4 million tonnes of freight and 879,600 passengers were carried. The former division had a workforce of 3,895.

Since 1973 a fleet of train ferries (originally 10, now four, since freight traffic declined sharply in the 1990s) has operated between Kholmsk and the mainland port of Vanino, the crossing taking 16 hours, with the bogies of the rolling stock exchanged at Kholmsk at a cost of RUR11,000 per vehicle. In 2004 it was proposed that the 1,067 mm gauge network should be converted to 1,520 mm gauge, initially by laying a third rail, and a further announcement was made by RZD concerning this in summer 2008, although the target year for completion of this is now stated to be 2015, the cost put at RUR4.5 billion. Photographic evidence suggests that some stretches of third rail have been laid in recent years. In its final years the 228 km 750 mm gauge network was operated by Sakhalinmorneftegaz, a local oil company. Services here were withdrawn in December 2006 and the line dismantled over the following two years.

During the Stalin era work started on a road and rail tunnel under the Tartary Strait, but following his death in 1953 the project was abandoned, to be revived briefly in 2003. In November 2008 the Russian President Dimitry Medvedev announced that 11 billion RB had been made available for project development. The scheme, now costed at between RUR300 and 330 billion, involves construction of a line from a junction on the BAM near Komsomolsk na Amure down the Amur valley and over the coastal range of hills to near Lazarev, on the strait, and another new line on Sakhalin from Nis to near Pogibi, opposite Lazarev.

In 1999 a ferry service started up across the Pérouse Strait, linking Korsakov with Wakkanai, with a crossing time of 5h30. In January 2009 Russia invited Japanese companies to become consortium members in a project to build a rail tunnel or bridge from Sakhalin to Hokkaido. The Japan to mainland Asia rail link via Sakhalin, although involving considerable civil engineering challenges, would appear to be a far easier and cheaper option than the alternative that has been under discussion for over a century – a 200 km-plus tunnel linking Fukuoko on Kyushu island with Busen in South Korea.

3. CURRENT MAJOR INFRASTRUCTURE PROJECTS

New Railways

On 6 September 2007 the Russian Government approved RZD’s Strategy for Railway Development up to 2030. There were two scenario options for this strategy, differing mainly in the level of infrastructure investment to be realised, and with the Ministry of Economic Development and Trade deciding to pursue a policy of creating a modern industrial base for the country, rather than one solely focusing upon energy and mineral resources, RZD decided to opt for the more ambitious version. At that time it was predicted that the amount of freight moved by rail would increase by 70% and passenger traffic by 30% in the period up to 2030. It was also reckoned that 30% of the trunk network – some 8,000 km of route – was being operated at full capacity, and that there were signs of congestion. Not only would capacity on existing routes have to be increased, but new lines would be required, many of them to open up access to hitherto untapped natural resources. Various types of new line were identified:

• Strategic importance – 4,452 km • Social importance – 1,262 km • Freight generators – 4,660 km • Mixed traffic lines – 8,648 km • High-speed lines – 1,528 km

In all, 20,550 km of new route were projected. The small share of high-speed lines is notable, as is the massive emphasis on developing freight traffic. Of the total investment of RUR RUR4.2 trillion (short scale) for new lines:

• 58.6% would come from the Russian Federation • 11.9% billion would come from the various regional administrations • 10.7% billion would be provided by RZD • 18.8% would come from various private investors, including operators of industrial railway systems

The cost of upgrading existing lines and rail junctions is put at over RUR3.2 trillion (short scale). RZD will provide RUR3 trillion, the Russian Federation will provide RUR 200 billion. Between 2008 and 2030 it is planned to double over 6,000 km of route, and lay triple or quadruple tracks on 366 km. Some 7.400 km of route are to be electrified, with automatic block signalling provided on nearly 5,000 km. Urban by-pass lines are to be provided for Krasnodar, Saratov, Chita, Yaroslavl, Irkutsk, Perm, Novosibirsk and Moskva.

Maps showing proposed new line construction, and the planned high speed network within European Russia, can be accessed on the following pages (in English) of the RZD website: http://eng.rzd.ru/isvp/public/rzdeng?STRUCTURE_ID=250 http://eng.rzd.ru/isvp/public/rzdeng?STRUCTURE_ID=4054

High-Speed Network

At present certain sections of the Moskva to St Petersburg main line have been upgraded to permit 250 km/h running by Siemens-built Velaro RUS ‘Sapsan’ trains (on test on 7 May 2009 one of these established a new Russian speed record of 281 km/h). Upgrading also took place on the St Petersburg to Vyborg and Helsinki

Mack Brooks Exhibitions Ltd © 2012 24 main line ahead of the introduction of four Class Sm6 Alstom-built ‘Allegro’ Pendolino EMUs in December 2010, operated by a Finnish Railways (VR)/RZD 50/50 joint venture Karelian Trains (See Section 5 ). The Moskva-Nizhny Novgorod line has also been upgraded for Sapsan services – initially one dual-voltage pair daily, working to and from St Petersburg via the capital since July 2010.

One of the difficulties facing the introduction of Sapsan services involved providing uninterrupted pathing for the new fast trains on what is already a very busy main line. A number of local stopping services have had to be withdrawn and if the service level is stepped up much further it may become necessary to re-route some freight traffic. The line also has a large number of level crossings; these are closed to road traffic 15 minutes ahead of an approaching Sapsan. In many communities, such as Chupriyanovka, near Tver and with a population of 2,500, the barriers are down against road traffic for around seven hours a day, effectively cutting the settlements in two.

The Sapsan operation linking St Petersburg, Moskva and Nizhny Novgorod is managed directly by RZD. With plans for HSLs now gathering momentum, Igor Levitin, the Russian Minister of Transport, has put forward to the government the idea of creating a new RZD subsidiary Skorostnye Magistrali (High Speed Lines) expressly to manage the Sapsans and other future high-speed trains. Such a subsidiary would be a joint stock company in which outside investors would be encouraged to buy some of the shares to help fund its activities. Karelian Trains (St Petersburg-Helsinki) would not form part of this new enterprise, given that it is an RZD/VR joint venture.

Given the limitations of the existing upgraded main line, RZD is thus planning to build a completely new 658 km high-speed line between Moskva and St Petersburg. Of 1,520 mm gauge, it will be designed for 400 km/h running, resulting in the end-to-end journey time being reduced from the present 3h45 to 2h30. It is expected that the route will parallel that of the present line. Annual patronage is forecast to start at around 7 million, rising to 10.5 million by 2030. Finance will be provided by creating a public-private partnership (according to an announcement on 21 October 2011 by Denis Muratov, head of RZD’s High Speed sector), and through international consultation it is hoped to avoid design problems and delays in construction. Construction cost is put at USD21.7 billion, and contractors from South Korea, China, France and Germany have expressed an interest in the project, for which the Russian government is prepared to contribute around 50% of the costs. A contract could well be signed in 2013. The PPP, which it is hoped would have a substantial Russian element in it, would be responsible for maintenance of the high-speed line for a 30-year period and would enjoy the right to decide on the location of intermediate stations.

More Sapsans The Class EVS1/EVS2 Sapsans are performing well, and in spring 2011 RZD’s Investment Committee approved the purchase of four more trains, with an option on four more. There were two reasons for this move. First, the service is proving very popular (5 million passengers in the first two years). Second, from 2012 the trains will require higher levels of maintenance, so their availability will fall and back-up trains will be required. There was one condition upon which purchase of the new trains hung: securing finance.

Siemens is prepared for a Russian HSL-building boom and has indicated that the company would be prepared to build Velaro RUS trains – or some at least – in Russia, although much will depend on the number ordered. On the proposed Moskva-St Petersburg line, construction tenders for which were invited in late 2011, it is planned to run 42 train pairs daily, which would require 30 trainsets. When the Velaro RUS issue was first aired in 2005, RZD intended buying no fewer than 60 trains and suggested then that some should be built in Russia. A subsequent reassessment of requirements saw the order being reduced to eight trains, and since a technology transfer to a Russian works would have been disproportionately costly, it was decided to build all the Sapsans in Germany. Siemens states that it is prepared to shift as much as 80 % of Velaro RUS production to Russia, but only if the minimum size of any future contract is 60 trains. For a 20- train contract 30 % of the production could be transferred.

For Siemens to set up a centre in Russia for partial production of the Velaro RUS, the deciding factor could well be orders from other countries within the 1,520 mm gauge empire, in spite of the fact that between 70 and 80 % of the trains built would still probably be for Russian clients. Ukraine would be involved with Russia should plans for a Moskva-Kyjiv HSL take off. The trains for this project are already being unofficially referred to as ‘Slavutich-Sapsan’, Slavutich being the old Slavonic name for the Dnepr river, on

Mack Brooks Exhibitions Ltd © 2012 25 whose banks the Ukrainian capital lies. Early in September 2010 RZD and UZ, the Ukrainian state operator, set up a working group to evaluate the potential for upgrading the main lines from Moskva to Bryansk, Suzemka and Kyjiv, Moskva to Belgorod, Kharkiv, Rostov and Adler and Kharkiv to Sevastopol and Theodosia for high-speed services, and to assess whether the construction of a dedicated high-speed line between Moskva and Kyjiv would be viable.

On 19 December 2011 RZD announced that it had signed a contract with Siemens for eight more Sapsans, worth EUR600 million including maintenance for a 30-year period. The 250 m, ten-car, 604-passenger trains will be able to run in multiple, thus doubling capacity. Deliveries are to start in January 2014.

RZD and the Russian Government consider high-speed lines an option on routes where centres of population are under 700 km apart, with trains operating at maxima of between 150 and 200 km/h and with a journey time of under 7 hours. On journeys over 700 km, overnight trains are considered the ideal option, with quality sleeping accommodation and an average speed of 70 to 90 km/h.

350 km/h line speeds are now envisaged for Moskva to St Petersburg and Adler, on the Black Sea coast, while route upgrading and realignment for 160 to 200 km/h are planned/being realised for St Petersburg to Helsinki, and Moskva to Krasnoe, Nizhny Novgorod, Kursk, Voronezh, Bryansk, Suzemka, and Yaroslavl, Rostov to Krasnodar, Rostov to Mineralny Vody, Krasnodar to Mineralny Vody, Novosibirsk to Omsk, Tomsk, Kemerovo, Barnaul and Novokutznetsk, Yekaterinburg to Chelyabinsk, Samara to Saratov, Saratov to Volvograd, and Saratov to Michurinsk. The evolution of a future 200 km/h network linking the large cities of western Siberia, to the east of the Urals, should be noted.

High Speed Journey Time Targets :

Route Km Target journey time St Petersburg-Moskva 660 2h30 Moskva-Nizhny Novgorod 406 1h40 Nizhny Novgorod-Kazan 345 1h30 Kazan-Samara 450 2h00 Kazan-Yekaterinburg 800 3h10 Yekaterinburg-Omsk 830 3h20 Omsk-Novosibirsk- Krasnoyarsk 1,280 5h10 Krasnoyarsk-Irkutsk 1,000 4h00 Moskva-Smolensk-Krasnoye 463 2h00 Moskv-Suzema-(Kyjiv) 480 2h05 St Petersburg-Moskva 660 2h30

The total investment required for the high-speed programme is put at between RUR1,261.6 billion and RUR564.9 billion (2007 prices), depending on the scenario adopted and excluding taxes and land purchase.

FIFA World Cup In summer 2018 Russia will be hosting the 21st FIFA World Cup. This has prompted a detailed look at the capabilities of the rail network for moving large numbers of spectators. Between 8 June and 8 July 64 matches will be played in Kaliningrad, St Petersburg, Moskva (four stadiums), Kazan, Nizhny Novgorod, Yaroslavl, Samara, Volvograd, Saransk, Krasnodar, Rostov, Sochi and Yekaterinburg. Spectators will be travelling from the Baltic coast to the shores of the Black Sea and into Western Siberia, beyond the Urals. RZD’s principal objective is to improve rail services on the corridor linking St Petersburg with Moskva, Nizhny Novgorod and Kazan, with operating speeds in the range 300 to 400 km/h. The possibility of extending high-speed services to Yekaterinburg is also being investigated. On the Moskva to Kharkov, Rostov and Krasnodar and Moskva to Yaroslavl routes the target is 160 to 200 km/h. Four international routes will be upgraded – Moskva to Minsk, Warszawa and Berlin, Moskva to Kyjiv, Moskva to Riga, and St Petersburg to Tallinn. The airports serving the venue cities will also be provided with improved train services. Where possible, efforts will be made to reduce the journey time between pairs of venue cities to under five hours, but where this is impossible high quality overnight services will be offered, with journey times of under 12 hours. Up to 70 services per day could be offered between pairs of venues where demand

Mack Brooks Exhibitions Ltd © 2012 26 is greatest. Looking towards this event, on 23 February 2012 Vladimir Yakunin announced that investment of over RUR1 trillion (EUR25.4 billion) would be required for new and upgraded infrastructure.

Far East to Europe Freight Corridors

Developing the east-west axis for freight movements between the Far East and Europe is a key priority. In 1997 RZD and DB founded CCTT, the Co-ordinating Council for Trans-Siberian Transport, but eight years were to elapse before the first China to Germany service was operated. This was a publicity event, staged in March 2005, involving containerised coke being moved from Hohhot to Duisburg. It would be imprecise to speak of a ‘train’, since at the breaks of gauge the containers were moved from one rake of wagons to another, this being a far cheaper alternative than the exchange of bogies (which takes place on freight wagons shipped to and from the 1,067 mm network on Sakhalin). There have been various subsequent one- off or short term freight movements of this kind, but so far only one has evolved into a regular service. Far East Land Bridge (a joint venture involving TransContainer) arranged a test run in December 2007, and although the 2008-09 recession hit traffic badly, by summer 2010 there were departures from various points in China and in Europe every other day, with hopes that soon a daily service each way might be viable.

The overland route between east and west is already far faster than the sea alternative – between two and three weeks compared to between four and six. It also avoids delays and congestion experienced in many European ports. Following electrification throughout, the Trans-Siberian can handle trains of up to 6,000 tonnes, while most of the route is now double-track and suitable for speeds above 60 km/h. Wagons and their payloads can be tracked during their travels using GPS. In its 2010 budget RZD allocated over EUR7 billion for upgrading the route. The principal detrimental factor affecting journey times is the bureaucracy involved at frontier crossings, and the lengthy waits at these. Until recently paper documentation was obligatory, though there is now a gradual transition to the use of e-mails and computer files for sending manifests and waybills. This trims border delays from between three and five days to a matter of a few hours. Until recently 15 days had to be allowed for the registration of containers to be sent on international journeys – the deadline is now five. RZD reckons that it is now technically feasible for an intermodal freight to traverse Russia from one of the Pacific ports to the border with Belarus or Ukraine in 11 days (an average of 910 km per day). The target is to raise this daily average to 1,400 km in 2012 and 1,500 km in 2015. In 2008 the average journey time from Nahodka to Krasnoye (on the border with Belarus) was 259h42, with 26h 12 spent stationary for crew and locomotive changes and servicing of stock, the time spent on the move thus being 233h30. The 2012 target is 156h18 spent on the move, 11h 42 stationary, and an overall journey time of 168h – seven days.

In November 2011 RZD demonstrated that a freight train could match passenger express journey times on the Trans Siberian. The special service, formed of 50 wagons loaded with containers filled with automotive components produced by Hyundai, departed from Nakhodka Vostochnaya at 11.05 Moskva time (seven hours behind local time) on 11 November 2011 and reached Moskva Shushary station on the 18 November, having accomplished its 9,795 km run in seven days. The next goals for intermodal freights are to average up to 1,500 km per day, and to cover the width of Russia, as far as the Belarus border at Krasnoye in seven days by 2012, and to reach Brest within seven days in 2015.

The BAM and the Bering Strait Project

One of the major projects currently being realised in eastern Siberia is the Amur-Yakutsk Main Line (AYM - Amuro-Yakutskaya Magistral - Амуро -Якутская магистраль ). Work began in the 1930s on the southern section, 179 km, linking Bamovskaya on the Trans-Siberian with Tynda, on the future BAM. Work was suspended during the Second World War and was not resumed until 1972, two years before construction of the BAM began. Inauguration took place in October 1977, the line being extended north to Berkakit two years later. By 2010 freights were able to reach Amga, 869 km from Bamovska and 415 km from Yakutsk. The main physical obstacle to serving Yakutsk directly is crossing the Lena river, over 2 km wide and characterised by moving ice in autumn and massive flooding in spring, to a width of over 10 km. A combined road and rail bridge is planned at Tabaga, 40 km upstream from Yakutsk, and a tunnel has also

Mack Brooks Exhibitions Ltd © 2012 27 been considered. Although this would mean boring through permafrost, it would be quicker to build, and it would also be cheaper. The cheapest option is to provide a station at Nizhny Bestyakh, on the right bank of the river, opposite Yakutsk. Ferry services across the Lena can only operate in summer, road vehicles can drive over the ice in winter, but in spring and autumn it is an insuperable barrier. RZD now plans to extend the AYM even further, to the Pacific port of Magadan, by 2030. This could help in the re-orientation of freight flows between the Far East and the Pacific seaboard of the USA and Canada.

On 15 November 2011 Russian president Dmitry Medvedev and other VIPs attended a ceremony in Nizhny Bestyakh to mark completion of the 808 km line from Berkakit and Tommot, which links the Trans Siberian and the Baika-Amur Main Line. So far RZD has invested over RUR4 billion in construction of this line, work beginning on the Berakit to Tommot section in 1985 and inauguration to Tommot taking place in 1995. Construction of the Tommot to Nizhny Bestyakh section began in 2004. The next challenge is construction of a road/rail bridge over the Lena river, to Yakutsk. With railfreight increasing substantially on both the BAM and the Trans-Siberian, an extension of the line to the Pacific coast (Magadan) is now urgently needed.

In August 2011, following the Intercontinental Eurasia-America conference held in Yakutsk, the Russian Government pronounced positively on a much-discussed project, the boring of a tunnel under the Bering Strait. A ‘super agency’ is to be created to develop the Far East, and President Vladimir Putin has announced the expenditure of 17 billion USD per annum to develop railways in this part of Russia. RZD President Vladimir Yakunin stated in mid-April 2012 that a decision would be taken on the Bering Strait tunnel ‘within the next three to five years’. In 2013 an 800 km line to serve Yakutsk (population 270,000) in Sakha Republic will be inaugurated, thus opening up the mineral resources of this huge area, larger than Argentina, for exploitation.

Europe and Russia to Southeast Asia

One objective here is the creation of a direct overland rail link between Russia and Iran, reducing end-to-end journey time by between five and seven days. In May 2005 the rail operators in Russia, Azerbaijan and Iran signed an agreement to develop a project to build a 250 km line linking Astara, on the border between Azerbaijan and Iran, with Qazvin, 150 km northwest of Teheran. That, albeit with a break of gauge, would create a short through rail route between the Persian Gulf and the Baltic, following the southwestern shore of the Caspian as far as Bandar-e-Anzali, then ascending the Sefid valley and scaling a 1,553 m pass just west of Qazvin. At present there are two through rail routes, east-about – via Turkmenistan, Uzbekistan and Kazakhstan, and west-about – from Azerbaijan through Armenia and the Nakhchivan Autonomous Republic. This latter option traverses politically volatile regions and is not favoured.

The China Gateway Project

One of the striking features of the map accessed via the link at the end of this section is the relatively short distance that separates the 1,435 mm gauge networks of China and Iran – a gap that if bridged could form a useful southern alternative to the busy Trans-Siberian, although it would involve the transit of several countries, possibly adding to bureaucratic costs and journey times. A project exists for such a line, running from Ma’dan-Sangan in Iran via Herat (76 km), Nignij Pyant (981 km) and Sari Tash (1,617 km) to Kashghar in China (1,880 km). En route it would traverse northern Afghanistan, western Tajikistan and southern Kyrgystan.

One strategic border crossing is that between Kazakhstan and China on the line from Aktogai to Turpan over the Alataw pass in the Tian-Shan mountains (the border stations are Dostyk and Ala Shankou). There is a break of gauge on this line, which was inaugurated in 1956. It is forecast that freight traffic over this route – minerals and other natural resources eastbound, manufactured goods westbound – will triple by 2020 (5 million tonnes in 2007).

Measures are being taken to free up this bottleneck. In 2009 Chinese Railways completed a 295 km line from Jinghe, about 80 km south of the Alataw pass, to Khorgas, on the border with Kazakhstan. Then, in May 2008, the Kazakhstan mining concern Eurasian Natural Resources Corporation’s logistics division announced that it had won from the government a concession-based contract to build a 298.4 km, single-

Mack Brooks Exhibitions Ltd © 2012 28 track line from Zhetigen, near Almaty, to Khorgas. Inauguration of the two sections of line (there will be a break of gauge at the border) was expected in 2012. It was originally intended that ENRC should operate the route until 2036 under the terms of the agreement but the company eventually decided to leave operation to the state railway company KTZ, since no agreement could be reached over tariffs and freight volumes. Construction cost is an estimated EUR578 million. The new line will reduce the distance by rail between Almaty and locations in China by around 550 km. Annual freight traffic in 2015 is predicted to be about 15 million tonnes. A useful map link is: http://www.unescap.org/ttdw/common/TIS/TAR/images/tarmap_latest.jpg

Western Siberia

The long railway from Konosha (on the main line from Moskva to Archangelsk) via Kotlas and Pechora to the coal mining city of Vorkuta, just north of the Arctic Circle, was completed in 1941. Chum is the last major settlement before Vorkuta, at km 2,200, and 6 km northeast of here another railway heads eastwards across the tundra. This is the Трансполярная магистраль (Transpoliarnaia magistralio – Trans-Polar Main Line), which was built mainly by political prisoners between 1949 and Stalin’s death in 1953. The objective was to create a northern transport corridor to the Far East, but in the end only the first 190 km of route to Labytnangi on the left bank of the Ob was completed, together with the 620 km from Salekhard, on the right bank of the Ob, to Nadym and Korotchayevo, near the northern end of the long branch from Tjumen (east of Yekaterinburg) and Surgut to Yamburg.

Sparse traffic resulted in the closure of the Salekhard to Nadym section in 1990. East of Korotchayevo various isolated sections of line were built as far as Igarka, 1,465 km from Chum, the missing bits being the bridges over the Pur, Taz and Yenisei. Around the turn of the millennium discussions began over a possible extension of 200 km from Igarka to Norilsk, to serve the nickel and oil industries there, and on 19 March 2010 RZD started rebuilding the section of line from Nadym to Salekhard. Combined road and rail bridges are to be built over the Ob and Nadym rivers and inauguration is scheduled for 2014. Construction cost is put at EUR1.48 billion, and in summer 2012 DB International expressed interest in project involvement.

2014 Winter Olympics

Adler, 28 km southeast of the popular resort of Sochi on the mountainous Black Sea coast and close to the border with Georgia, will be the focal point of this event, and the Olympic Park is taking shape in nearby Vesyoloye. Most participants and spectators will arrive and depart via Adler airport, to which a new 2.8 km railway was inaugurated on 15 February 2011. RZD subsidiary AeroExpress (see Section 5 ) provides four train pairs daily from there to Adler and Sochi. The service will be ramped up from December 2012, when Desiro RUS EMUs will replace the Class ED4Ms currently used. Around 30 km of the coastal main line linking Tuapse, Sochi and Adler is being doubled to increase capacity from 54 to 70 trains daily. This will not only enable the operation of more intensive passenger services during the Games, but will also facilitate the transport of construction materials in the build-up to the event.

From Adler a 48.5 km railway, electrified and single-track, is being built up the Mzymty valley to the mountain and ski resort of Krasnaya Polyana (the station for the latter will be known as Alpika-Servis, with a new local road network radiating from there to sporting venues), situated at an altitude of 550 m. The existing road up the valley is also being realigned parallel to the railway. A key feature of the project is the extensive range of measures being taken to minimise the environmental impact of the new transport infrastructure, including the planting of local but rare species of trees and shrubs. Although the project is not a large one by Russian standards – the branch has six tunnels totalling 11.1 km and over 10 km of viaducts, these mainly on curves, it involves a number of international contractors, and is being given a high profile due to the nature of the event for which it is required – amid hopes that after 2014 the Sochi district will develop into an international destination for winter and summer tourists. Tracklaying is expected to be complete in August 2012. The RUR204.1 billion branch, electrified at 3 kV DC, is scheduled for inauguration in April 2013 using Desiro RUS EMUs.

Modernisation of signalling technology on the RZD system has been identified as a key to enhancing capacity to handle increasing traffic volumes. This has recently led to strategic alliances between RZD and major foreign suppliers of signalling and train control systems.

In November 2010 RZD and Italian company Finmeccanica signed a Memorandum of Understanding to jointly develop, test, install and maintain modern systems for train control, signalling and operational safety using microprocessor and satellite technology based on the ITARUS-ATC system. This followed an April 2009 contract between, RZD subsidiary NIIAS and Ansaldo STS SpA, a subsidiary of Finmeccanica, to install the ITARUS-ATS system on the passenger-intensive Sochi-Adler line of the North Caucasus Division (see above).

In spring 2010 it was announced that Bombardier would be acquiring a 50% minus two shares holding in RZD subsidiary Elteza, which was created in April 2005 and which designs, develops and manufactures railway signalling equipment and remote control systems for trains. There are eight Elteza factories – six involved in electrical engineering, in Armavir, Gatchina, Yelets, Kamyshlovsky, Losinoostrovsky and St Petersburg, a casting and mechanical works in Volgograd and a machinery factory in St Petersburg – and these manufacture around 6,000 products, 94 % of the output being sold to RZD.

In Moskva on 13 December 2010 Bombardier’s CEO Pierre Beaudoin and RZD President Vladimir Yakunin signed an agreement under which the Canadian company would acquire a 25% stake in Elteza. The agreement will allow Bombardier to expand its shareholding to close on 50%, though RZD will retain the majority.

4. RAILFREIGHT IN RUSSIA

If pipelines are excluded, around 85% of all freight in Russia is moved by rail, on a network (excluding private industrial systems) measuring some 85,200 km in length – the second longest in the world after that of the USA. In 2011 over 1.24 billion tonnes of freight – around 2,500 billion tonne-km – were moved by rail, Russia ranking third in this respect after China and the USA. Pipelines play a major part in the Russian freight transport system and if these are included, rail’s share falls to 42%. On the other hand, roadfreight is of relatively minor importance, since the majority of freight flows are long haul, the road network is not well developed away from the major centres of population and many of the commodities moved – coal, timber, ores and petrochemical products – are of the sort best suited to rail transport. See table ‘RZD Traffic in 2011’ (Section 1 ). The 85% share for rail quoted above is all the more impressive when compared with that for rail in other large countries – 48% in the USA, 33% in Brazil, 32% in India and just 21% in China.

Mode 2009 2010 % increase 2009 % share 2010 % share All freight 4,444.8 4,752.5 +6.9 100.0 100.0 Rail 1,865.3 2,011.3 +7.8 42.0 42.3 Road 180.1 199.2 +10.6 4.0 4.2 Sea 98.4 101.0 +2.6 2.2 2.1 Inland 52.7 54.3 +3.1 1.2 1.2 waterway Domestic air 3.6 4.7 +32.0 0.1 0.1 Pipeline 2,245.8 2,382.0 +6.0 50.5 50.1

Freight movements by transport mode within Russia (billion tonne-km )

Mode 2003 2004 2005 2006 2007 2008 2009 2010 Rail 39.0 39.5 39.7 40.6 42.5 42.8 42.0 42.3 Pipeline 53.1 53.0 52.9 52.1 50.1 49.8 50.5 50.1 Road 4.0 4.0 4.2 4.2 4.3 4.4 4.0 4.2 Other 3.9 3.5 3.2 3.1 3.1 3.0 3.5 3.4

Freight modal split changes (%) 2003-2010

The wagon fleet At the end of 2010 there were over one million freight wagons in use on the Russian rail network. 38% of these were open top box wagons, suitable for a wide range of products such as coal, metals, scrap, ores, crushed stone, and timber. 24% were tank wagons, for both liquid and gaseous cargoes. Around 60% of the vehicles are owned by RZD and the latter’s subsidiary Freight One.

Wagon type 2009 2010 Average age, years Vans 42,657 41,497 27.6 Platforms 32,109 30,473 28.5 Gondolas 203,160 98,824 20.2 Tank wagons 480 525 26.7 Refrigerated vans 962 947 25.3 Other types 58,526 40,155 27.0 Car transporters 1,362 1,338 31.5

RZD Freight wagons 2009 and 2010 as at 31 December in each year. Note reduced totals, reflecting transfer of vehicles to subsidiaries .

Mack Brooks Exhibitions Ltd © 2012 31 Freight wagons have relatively short lives – the average for a box wagon is a mere 22 years. RZD is thus faced with a massive fleet replacement and modernisation challenge over the coming years. However, the cost of new wagons is rising. In summer 2011 one drop-bottom gondola cost on average about RUR2.3 million whilst in 2009 and 2010 the same vehicle cost only RUR1.3 million. Industry commentators suggest a ‘fair’ price of RUR1.8 million as adequate. Factors affecting this price increase include:

• The high demand for new wagons among Russian operators – demand is greater than the physical ability of industry to supply. • Russian foundries are unable to meet the demand for new bogie components. This is also influenced by the growing demand for wagon overhaul, repair and refurbishment. • The quality of metal castings of the type used in bogies and wheelsets has fallen, causing a number of fractures (21 recorded on the RZD network in 2010). In the first quarter of 2011 there were 14 fractures, mostly prompted by cold weather. • In December 2010 RZD signed a contract with the Chinese metal castings industry, to improve product quality and to meet demand. This is a short term measure, because new and modernised facilities at factories such as TVSZ and UVZ (see Section 6) will in 2012 increase foundry output to an annual 510,000 tonnes (the equivalent of 180,000 metal casting components for gondola wagons).

The high level of demand for new wagons is anticipated to continue until 2013.

Operator 2009 2010 RZD (less subsidiaries) 34.1% 20.7% Freight One 19.5% 19.0% Independent OA companies 41.9% 49.5% Other RZD subsidiaries 4.4% 10.7% Total wagons 991,000 1,025,000

Freight wagon ownership, as at 31 December 2009 and 2010

2009 2010 RZD 59% 41% Freight One 33% 38% Freight Two – 12% Other RZD subsidiaries 8% 9% Total number of wagons 576,300 518,700

Wagon ownership changes within the RZD Group 2009-2010

Year RZD RZD RZD Freight Freight Rusagrotrans TransContainer RefService RalTransAuto Group subsidiaries One Two

2007 623,439 416,468 151,842 25,158 0 0 21,435 6,840 1,696

2008 617,022 380,892 24,035 172,455 0 2,837 24,331 10,625 1,847

2009 576,454 338,719 541 193,332 0 7,847 24,255 10,120 1,640

2010 518,792 213,759 0 195,072 60,821 16,045 24,034 7,420 1,642

Wagon ownership by company/RZD subsidiary, 2007-2010

Mack Brooks Exhibitions Ltd © 2012 32 Operator 2003 2004 2005 2006 2007 2008 2009 2010 RZD (less 71.3% 68.5% 66.0% 64.0% 60.3% 49.7% 33.8% 25.5% subsidiaries) RZD – – – 1.0% 1.2% 9.3% 20.1% 23.9% subsidiaries Other open 28.7% 31.5% 34.0% 35.0% 3.5% 41.0% 46.1% 50.6% access

Wagon fleet ownership in Russia by volume of freight traffic carried

Gondolas Tank wagons Platform Vans Other wagons RZD (less 98,000 500 32,000 41,000 40,000 subsidiaries) RZD 136,000 67,000 15,000 16,000 54,000 subsidiaries Other open 176,000 182,000 18,000 19,000 122,000 access

Wagon type by operator type as at 31 December 2010

Open Access

In 2001, in an endeavour to meet growing traffic demands, the Russian government initiated a programme of rail transport structural reform. Major investment was needed for infrastructure upgrading, while the average age of both locomotives and rolling stock was giving rise to concern. Not all that investment could come from the public sector, which had taken a battering during the economic crisis of the 1990s. It was regarded as vital to attract investment from the private sector. One of the key decisions taken in 2001 was to give third party operators non-discriminatory access to the rail network, and to permit unregulated pricing. The result was a massive increase in the size and number of privately owned wagon fleets. Only two years later open access operators had captured 26% of the railfreight market, and by 2010 their share was around 40% - and growing at a rate of between 4% and 5% annually.

In 2001, one of the first actions taken by 14 of the aspiring open access operators was to establish an association to look after their interests. ASCOP (Association of Carriers and Operators of Railway Rolling Stock - Ассоциация Перевозчиков И Операторов Подвижного Состава Железнодорожного Транспорта ) now has more than 100 members and provides information on the latest regulations, legislation and orders, as well as acting as a sounding-board for suggestions on how rail transport legislation can be developed in the future. Its President is Vladimir Nikolaevich Prokofiev, who is also the CEO of BaltTransService:

Association of Carriers and Operators of Railway Rolling Stock 197101 St. Petersburg, Bolioaia Pushkarskaia 41 Tel: +7 812 326 5010 Fax: +7 812 326 5011 E-mail: [email protected] Website: http://www.ascop.ru/

Freight Rolling Stock It soon became apparent that the open access operators were keen to invest in new rolling stock, something that cash-strapped RZD was then not in a position to do. In 2006 they acquired between them 31,700 wagons, while RZD was only able to purchase around 8,600. The result, two years later, was that the average age of wagons in the open access fleets lay between eight and ten years – less than half that of the vehicles in the RZD fleet. Moreover, the private operators are looking to the future. RZD lacks specialised wagons for the automotive trade, and for moving containers, swapbodies, trailers and complete HGVs. The wagon-

Mack Brooks Exhibitions Ltd © 2012 33 building industry also has to come to terms with the changing market, and has ramped up production capacity. The 2012 target (pre-2009 recession) for producers in Russia and Ukraine was 124,000 wagons per annum.

Year Wagons built Wagons acquired by Wagons acquired RZD by private operators 2000 4,100 1,000 2001 6,500 100 2002 10,700 1,500 2003 22,500 3,500 2004 33,200 6,000 2005 35,200 8,000 2006 33,700 8,600 31,700 2007 38,600 15,400 42,200 2008 42,600 21,500 37,200 2009 24,100 8,800 19,500 2010 50,800 15,500 60,200

Freight wagon production and acquisitions 2000-2010

New wagons are only part of the equation. RZD has a fleet of around 20,200 locomotives, and in 2008 their average age was 22 years. Understandably, the state operator is not prepared to sell or hire any of its machines to its competitors. Few locomotives suitable for heavy duty main line work exist on Russia’s numerous industrial networks. Sourcing locomotives from abroad is not as easy an option as it has been in the past in parts of western and central Europe, partly on account of the track gauge difference, but also because there are few suitable 1,520 mm gauge machines to spare in neighbouring countries with networks of that gauge. In 2008 the open access operators could only amass around 300 main line locomotives between them. This meant that to make up the balance they had to hire machines from their competitor – RZD. Not a cheap option. The Federal Tariff Service sets the rate of hire, which is the same for all operators, and which amounts to 35% of the total cost charged to clients – infrastructure access charges amount to 50%. Initially, open access operator freight rates were very similar to those charged by RZD, but more recently they have become more competitive, in areas where the state operator is no longer the dominant player. For instance, by 2008 around 67% of all oil tank wagons were in private hands.

Type 2010 2009 Difference 2010/2009 Locomotives (total) 20,227 20,101 +126 Electric passenger 2,473 2,409 +64 locomotives Diesel passenger 547 536 +11 locomotives Electric freight 7,535 7,417 +118 locomotives Diesel freight 3,656 3,750 -94 locomotives Diesel shunters 6,016 5,989 +27

RZD locomotive fleet evolution 2009/2010

Another frustration faced by open access operators is dependence on RZD wagon repair and maintenance facilities, the state operator having pushed charges up between three- and four-fold since 2001. In 2008, however, RZD announced that it planned to sell off 22 such establishments, while Globaltrans, the leading open access concern at present, is now building its own wagon overhaul base. Locomotive owners have had slightly more choice – machines based in European Russia can if required be sent to works in Ukraine and Latvia for overhaul.

Mack Brooks Exhibitions Ltd © 2012 34 In 2008 certain sources stated that there were by then more than 2,000 open access railfreight operators in Russia. This would appear to be a little misleading. In many cases, these will be private wagon owners, and privately-owned wagons have been a feature of many rail networks since the earliest days of rail transport. Others are vehicle lessors, rather than train operators. Some are subsidiaries of others. Very few, as yet, have their own locomotives, and are hence dependent on RZD for haulage (somewhat analogous to the situation faced by private wagon owners over the centuries, on both state-owned and private company networks. Until the privately owned main line locomotive fleet expands substantially, true competition will not be possible.

The following website, listing freight forwarding concerns in 2001 might be of interest (albeit historical): http://www.1520mm.com/r/c/ru/forwlist2001.html

Selected Principal Railfreight Companies

Freight One 105064 Moskva, ul. Staraya Basmannaya, 12 bld. 1 Tel: +7 495 663 01 01 Fax: +7 495 262 96 18 E-mail: [email protected] Websites: www.pgkweb.ru ; http://eng.pgkweb.ru/ Chief Executive Officer: Igor Asaturov

Nyezavisimaya Transportnaya Kompaniya Независимая Транспортная Компания () ul. Lenin Sloboda, d,19 Omega Plaza Business Centre, 115280 Moskva Tel: +7 495 726 59 26 Fax: +7 495 726-59-25 Е-mail: [email protected] Website: http://www.ntcorp.ru/index.html

Faced with growing competition from open access railfreight operators, RZD decided to establish its own freight operations joint stock company, and in July 2007 Freight One ( ПГК - PGK) was founded with a charter capital of RUR86.6 billion, becoming fully operational in November that year. Freight One has more than 3,800 employees, working in 14 branches spread across the country, and 41% of its rolling stock is owned by parent concern RZD, 34% by private investors, 21% by itself, and 4% by other RZD subsidiaries and affiliated concerns (Freight One Scandinavia, Rusagrotrans and Freight One Ukraine). However, 100% minus one of all the shares are still held by RZD, with co-founder Baminvest, a non-commercial organisation, holding the one remaining share.

On 28 October 2011 Freight One was sold, the Independent Transport Company (Nyezavisimaya Transportnaya Kompaniya NTC) acquiring 75% minus 2 shares at a price of RUR125.5 billion. Competing bids were received from Transoil and NefteTransServis. NTC is owned by Novolipetsk Steel, one of the four largest steel producers in Russia, and has a fleet of mineral wagons. The company announced it was prepared to offer RUR125.5 billion for the remainder of Freight One shares. RZD is to use the income generated from the sale on infrastructure improvements, especially the elimination of traffic bottlenecks, and the purchase of new locomotives. One of the risks of the sale is that NTC will hold rakes of wagons at points which are major traffic generators, thus ensuring their on-time availability but thus creating wagon shortages for other clients. The Freight One wagon fleet in 2011totalled more than 235,000 vehicles.

Vehicle Quantity Tank wagons 66,763 Gondolas 125,874 Cement hoppers 12,093 Mineral hoppers 6,174 Box cars (vans) 16,545 Platform wagons 7,016 Other types 707 Total 235,172

In all, this accounts for 22% of the entire Russian wagon fleet.

Freight One is recovering strongly from the recent recession. Between January and July 2010 166.8 million tonnes of freight were moved, up by 33.5% on the same period in 2009. Over this period Freight One had a 21.8% share in all freight haulage on the Russian rail network – up 3.5% on the same period in 2009.

Commodity Tonnes (million) Increase/decrease over same period 2010 Coal 77.3 +5.6% Oil 50.8 -8.6%* Ores 19.1 +1.9% Construction materials 22.2 +88.5% Ferrous metals 15.1 +6.3% Fertilisers 3.8 +1.7% Coke 3.3 +5.4% Total 221.5 +7%

Around 3,000 life-expired tank wagons were withdrawn over the first nine months of 2011, and a further 1,500 were taken out of service awaiting bogie castings (see comment earlier).

Freight One: Traffic handled during first nine months of 2011

RZD – Freight Two Registered address: ul. Chelyuskintsev, 11620013 Yekaterinburg Office address: ul. Kuibyshev, 44 (literD) 13etazh, 620026 Yekaterinburg Tel: +7 343 380 71 44 E-mail: [email protected] Website: http://vgk.org.ru (Russian only)

In August 2010 RZD’s executive board decided to go ahead with the creation of Freight Two, which had a charter capital of RUR46.4 billion, becoming active in October the same year. In September it was announced that Freight Two would be spending EUR3.58 billion in the period up to 2015 to buy more than 76,000 new wagons and to modernise over 61,000, reducing the average age of its wagon fleet in the latter year from 22 to 15 years. Over the first three months of its life Freight Two was to take over 180,142 of RZD’s wagons (most of those that were not incorporated in Freight One), probably in two stages, the second transfer taking place in late 2011, once the new operator’s performance has been assessed. Parent concern RZD will retain around 30,000 vehicles. RZD holds all of Freight Two’s shares, apart from one, this being allocated to Zheldorreform, a non-profit organisation. It is anticipated that Freight Two will focus upon the traditional mainstays of Russian railfreight – coal, ores, metals, petrochemicals, construction materials and fertilisers, and the target is a 22% market share of all railfreight by 2015.

RZD Transcontainer 107174 Moskva, ul. Korolenko, 8 Tel: +7 495 637 90 44, +7 788 17 17 Fax: +7 499 262 75 78 E-mail: [email protected] Website: http://www.trcont.ru/?id=1&L=1 Branch Director, Moskva: Magomed Vagidovich Galimov

In March 2003 the Ministry for Railways formed a Government-run institution known as the Centre for Container Transport, which in October that year became a subsidiary of RZD, with 17 branches corresponding to the 17 operating divisions. Work on the creation of a network of container terminals began in February 2005. In March 2006 TransContainer was launched as an open joint stock company, and became economically active in July that year. It entered into the equity market in December 2007 and into the loan capital market in March 2008. TransContainer operates door-to-door services, has a fleet of 24,255 platform wagons and manages a fleet of 58,724 ISO 40-, 60- and 80-foot containers, handled at 47 terminals, including one in Slovakia. There are now 140 TransContainer offices throughout Russia and the operator Mack Brooks Exhibitions Ltd © 2012 36 deals with over 20,000 regular clients. In 2011 1,362,000 TEUs were moved (778,000 on domestic routes), compared with 1,202,000 (719,000 on domestic routes) in 2010. A feature of the company’s website (mainly in Russian) is a listing of distances and typical journey times for container services.

In May 2009 TransContainer awarded Tatravagonka of Slovakia a contract for 300 90-foot type 13-9851 articulated platform wagons. The first 33 were handed over on 21 January 2011. The wagons are being built in Trebisov, where the Tatravagonka factory has a 1,520 mm gauge siding from the line which enters northeast Slovakia from Ukraine, principally serving the US Steel steelworks.

RailTransAuto Dokuchaev per., 6 build. 2, 107078 Moskva Tel: +7 495 777 02 55 Fax: +7 495 777 02 44 E-mail: [email protected] Website: http://www.railtransauto.ru/about.php

This is a joint venture by RZD (51% shareholding) and Transgroup (49%), founded on 2 February 2007. On 30 June 2008 it took delivery of 260 new double-deck covered car transporters, and the Mikhnevo loading terminal near Moskva was inaugurated on 23 July that year. 190 more car transporters were acquired on 11 January 2009 and although by the end of 2010 it was planned to have around 5,100 car transporters available, at that date it only had over 2,200. Some of these were supplied by the Russian manufacturer Promtractorvagon, others by Fahrzeugtechnik Dessau. There are now terminals in Zarubino (near Vladivostok), Novosibirsk, Yekaterinburg, St Petersburg and Chernyakhovsk (near Kaliningrad). In addition, international services are operated to Belarus, Finland, the Baltic States, Ukraine and the Central Asian Republics.

RefService 12, ul. Novoryazanskaya, Moskva 107228 Tel: +7 499 262 12 15; +7 499 262 05 74 Fax: +7 495 662 34 64 E-mail: [email protected] Website: www.refservice.ru General Director: Igor Bogdan

Founded as an RZD subsidiary on 28 December 2005, RefService is mainly involved in operating trains of refrigerated wagons and is market leader in Russia in this field. RZD has 100%-1 shares, the Centre for Organisational Support of Railway Transport Structural Reform holds one share. Authorised capital is RUR3.491 billion. RefService has 1,801 employees, including 686 engineers, since it also maintains, repairs and refurbishes refrigerated and insulated wagons (the three facilities it has, at Tikhoretskoe (Krasnodar oblast), Troitsk (Chelyabinsk oblast) and Ussuriysk (Primorsky oblast), having a combined throughput capacity of 6,000 wagons per annum. In 2008 the wagon fleet consisted of 7,400 vehicles, including 100 general purpose gondolas and 60 platform wagons.

Russkaya Troyka Novoryazanskaya, 18, build. 13, Moskva Tel: +7 495 665 58 98; +7 499 995 12 90 Fax: +7 (495) 665-59-35 E-mail: [email protected] Website: http://www.rus-troyka.com/index_en.php5

Founded in 2004, this is a private limited company running intermodal/container trains. RZD holds 25%+1 shares, NPF Blagosostoyaniye 25%-1 shares and the Far Eastern Shipping Company 50%. Authorised share capital is RUR956 million. The company has a fleet of 80-foot and 60-foot platform wagons, and runs more than 600 trains annually. Timetabled services run from Moskva to Valdivostok, Nakhodka and Novosibirsk (details in English on website).

RZD Logistika ul. Staraya Basmannaya, d. 18 stroyeniye 1, 105066 Moskva Tel: +7 495 988 68 68; +7 495 748 32 32 E-mail: [email protected]

In August 2010 RZD RZD’s directors approved documentation for creating another new subsidiary, RZD Logistika ( ОАО " РЖД " Логистика ). As in the case of earlier freight subsidiaries, the objective is to make the state operator’s railfreight services more attractive in the face of growing competition from the open access sector. Moreover, additional revenue can be generated by offering clients an integrated door-to-door service, using other modes of transport as well. Service standards are to be raised and it is hoped that new clients can be won. RZD Logistika plans to provide freight forwarding, warehouse/terminal, and customs/brokerage services, and to manage delivery chains acquired from both domestic and external service providers. The new subsidiary was founded on 19 November 2010, with branches in St Petersburg, Nizhny Novgorod, Rostov na Donu, Yekaterinburg, Novosibirsk, Zabaikalsk and Vladivostok. Authorised capital for establishing RZD Logistika was fixed at RUR125.3 million (EUR3.2 million) on the basis of demand for investment and working capital in 2011. The subsidiary offers manifest and customs clearance paperwork, warehousing services such as packaging and labelling and supply chain management services, including market research.

Brunswick Rail Moskva, Paveleckaia ploshtadio 2/2, 12th floor Tel: +7 495 783 67 00 Fax: +7 495 783 67 01 Website: http://eng.brunswickrail.com/index.php

With international financial backing, the Brunswick Group founded Brunswick Rail in 2003, this becoming the first company in Russia to offer a freight wagon leasing service. In 2004 Brunswich Rail had just 599 wagons.The first deal was with FosAgroTrans, which hired 500 hopper wagons. In 2007 the company placed orders with Stahanovskii (for cement hoppers) and Dneprovagonmash, and by January 2012 had 21,859 wagons at its disposal, with an average age of 4.5 years. Expansion in 2011 involved acquisition of no fewer than 8,000. Wagons are supplied under either operating lease or leaseback agreements. With a workforce of around 40, Brunswick Rail has offices in Moskva and in Cyprus.

Fleet composition in 2012: gondolas 72%; box cars 1%; platform wagons 3%; tank wagons 8%; hoppers: 16%; car transporters 0.5% (110 vehicles).

Globaltrans City House, 3rd floor, 6, Karaisakis Street, Limassol CY-3032, Cyprus Tel: +357 25 503 153 Fax: +357 25 503 155 E-mail: [email protected] Website: http://www.globaltrans.com/home/ Chief Executive Officer: Sergei Maltsev

Clients, however, are directed to the following Russian address: Tel: +7 495 788 0575 Fax: +7 495 788 0573 E-mail: [email protected] Website: www.npktrans.ru Globaltrans Investment, a public limited company, and its various subsidiaries form the largest open access railfreight concern in Russia. The company’s registered office is in Cyprus. It is also active in Estonia and Ukraine, and it has more than 450 clients.

The Globaltrans Group has a 100% stake in its Russian subidiary, Novaya Perevozochnaya Kompaniya (NPK), which was founded in June 2003 as an Open Joint Stock Company and obtained its rail carrier licence in August that year. In May 2004 its first locomotive was put into service, and in June that year more than one million tonnes of freight were moved for the first time. In April 2008 the Globaltrans Group conducted a positive IPO on the London Stock Exchange, with a Secondary Public Offer taking place there in December 2009. Wagon fleet size rose from 17,365 vehicles in late 2005 to 49,529 on 30 June 2011. Average fleet age was then 6.7 years. Of the fleet, 39,236 vehicles were then owned or directly leased, with the remainder leased in from third parties, this latter structure being adopted to meet rapid changes in

Mack Brooks Exhibitions Ltd © 2012 38 demand without significant capital expenditure. Gondola wagons comprise 58% of the fleet, tank wagons, 41%. 56 locomotives are owned (30 June 2011) used mainly on block trains.

By June 2011 Globaltrans had increased its share in the Russian railfreight market to 6% from 5.3% in 2010, the main increases being in metallurgical products, coal and construction materials. 57.5 billion tonne-km and 36.4 million tonnes of freight were moved in the first six months of 2011, an increase of 37% over the same period in 2010, and a substantial increase compared with the overall increase in Russian railfreight of 7%. On 4 April 2011 CEO Sergei Maltsev announced that once a suitable legislative framework was in place the company would consider investing in its own fleet of modern locomotives.

Since 2008, Globaltrans has also been involved in the wagon leasing business, with stakes in Spacecom and Intopex Trans involving eight locomotives and 4,152 tank wagons. Leasing is a more stable activity than railfreight operations, especially in times of recession, and the cash flow is mainly in USD. At the end of 2009 just over 6,000 wagons were on lease – 16% of the total Globaltrans fleet, the main lessees being PetroKazakhstan Kumkol Resources and CNPC Aktobemunaigaz, also of Kazakhstan.

Subsidiary concern BaltTransService has a wagon repair and maintenance base in Ivanovo, on the border between Russia and Estonia, thus freeing Globaltrans from dependence on RZD depot services.

TransGroup TransGroup, 107078 Moskva, Dokuchaev pereulok, 6, bld. 2 Tel: +7 495 777 27 55 Fax: +7 495 777 02 60 E-mail: [email protected] Website: http://www.trgr.ru/ (Russian only)

This is the one open access operator so far that has developed both freight and passenger services – see Aeroexpress in Section 5. Train builder Transmashholding is also a member of TransGroup. In the field of freight transport, TransGroup is one of the three largest forwarders in Russia, has a fleet of around 10,000 wagons, and embraces a number of concerns: • KRUtrans ( КРУтранс ): moves coal for Kuzbassrazrezugol, Russia’s largest coal mining company – around 70% of all coal mined in the Kuzbass basin. • UGMK-Trans ( УГМК -Транс ): provides transport for the Uraliokoi gorno-metallurgicheskoi kompaniei ( Уральской Горно -Металлургической Компанией ) – a large mining and steelworks concern in the Urals. • RefPerevozki ( РефПеревозки ): transports refrigerated goods. • Neftetransport ( Нефтетранспорт ): this concern, in addition to moving oil, petrochemicals, chemicals and fertilisers, has a fleet of around 5,000 wagons, and also undertakes its own wagon maintenance, repair and type certification. • RailTransAuto ( РейлТрансАвто ): a TransGroup and RZD joint venture (see above.

TransGroup is also a wagon lessor.

ASCOP Members in 2012

Note: ЗАО – Closed joint stock company, with shares distributed among a restricted number of shareholders. OAO – Open joint stock company, with free access to purchase of shares. OOO – Limited liability company, in which the members only risk their own contributions to the enterprise.

Both Latin and Cyrillic versions of the company names are given. Google searches for Russian companies are usually more productive if the Cyrillic form is used, but can often be ‘blocked’ by a plethora of directory websites which usually give only an address and expect visitors to subscribe if they require more detailed information.

Akron ОАО Акрон 191119 St Petersburg, ul. Zvenigorodskaia, d. 22 Mack Brooks Exhibitions Ltd © 2012 39 Tel: +7 812 571 54 63 Fax: +7 812 454 15 73 E-mail: [email protected] Website: http://www.acron.ru/about/geography/logistics/acron_trans/

Alkon-Trans ЗАО Алькон 20027 Yekaterinburg, ul.Melioovskaia, d.3 Tel: +7 343 353 11 40, +7 343 353 11 41 Fax: +7 343 353 11 27 E-mail: [email protected] Website: http://alkon-trans.ru/

Arka-Dortrans ООО Арка -Дортранс 109004 Moskva, Nikoloiamskii , 46str3 Tel: +7 904 10 31

BaltTransServis ООО БалтТрансСервис 115184 g. Moskva, Vishniakovskii per., dom 2/36, str. 1 Tel: +7 495 915 94 01, +7 495 915 94 37 Fax: +7 495 915 94 37 E-mail: [email protected] Website: http://www.transnefteproduct.ru/company/filials/balttrans/balttransservis.php

Dalioevostochnaia transportnaia gruppa (ASPS) ОАО Дальневосточная транспортная группа ( АСПС ) DVTG Far Eastern Transport Group 11, Mayakovskogo pereulok, 109044 Moscow Tel: +7 495 640 22 50 Fax: +7 495 640 38 84 E-mail: [email protected] Website: http://www.dvtg.ru/en.html

The company handled 16,336 TEU in 2003 and 142,446 TEU in 2009. The wagon fleet increased from 4,748 in 2005 to 13,439 in 2009. 14,342,000 tonnes of freight were moved in 2003, traffic peaked at 26,211,942 tonnes in 2008 and fell to 20,040,290 tonnes in 2009. There are three logistics terminals run by the company, Asia Trans at Tashkent in Uzbekistan, Tuchkovo, 65 km west of Moskva, and Zabaikalsk, 2 km from the Chinese border and with 1,520 and 1,435 mm gauge tracks. The company is also responsible for stevedoring activities at Nahodka.

Dalioevostochnaia lestransservisnaia kompania ООО Дальневосточная лестранссервисная компания 680033 g. Khabarovsk, ul Tihookeanskaia, 204, Block 3, Office 805 Tel: +7 4212 78 34 26

Evrosib SPb – Transportn ыe sistem ы ЗАО Евросиб СПб – Транспортные системы 197046 St Petersburg, ul. Michurinskaia, d.4 Tel: +7 812 326 81 11, +7 812 326 8116 E-mail: [email protected], [email protected] , [email protected] Website: http://eurosib.biz/index.html

FinTransLes ООО ФинТрансЛес 160001 Vologda, Pobedy prosp., d. 61 Tel: +7 8172 63 11 63, +7 8172 72 82 13, +7 8172 72 82 29

Mack Brooks Exhibitions Ltd © 2012 40 Firma Transgarant (part of FESCO Group) ООО Фирма Трансгарант 105005 Moskva, ul. Radio, d. 24, korp. 1 Tel: +7 495 739 12 43 Fax: +7 495 739 12 42 E-mail: [email protected] Website: http://www.transgarant.com/en/

Gruppa kompanii Apparelio ООО Группа компаний Аппарель 119071 Moskva, ul.Ordzonikidze, d.10 Tel & Fax: +7 495 988 87 53, +7 495 988 87 50, +7 495 620 57 53, +7 495 620 57 54 E-mail: [email protected] Website: http://www.apparel-logistic.ru/ ; http://www.apparel-logistic.ru/en/

IUKOS Transservis ЗАО ЮКОС Транссервис 115054 Moskva, ul. Dubininskaia, d.17 str.13 Tel: +7 495 739 83 75 Fax: +7 495 739 83 74 E-mail: [email protected] Website: http://www.ytrans.ru/index.php?p=25

Kompania N-trans Компания Н-транс 353900 g. Novorossiisk, ul. Geroev Desantnikov, 57 kv. 62 Tel: +7 8617 60 59 23 Fax: +7 8617 63 72 85 E-mail: [email protected] Website: http://ntrans-container.ru/

Magistralionefteorgsintez ОАО Магистраль -нефтеоргсинтез 107113 Moskva, ul. Malenkovskaia, d. 3. Tel: +7 495 232 66 99 Fax: +7 495 232 66 95 E-mail: [email protected] Website: http://www.mnos.ru/

Magistralioransport ООО Магистральтранспорт (No reliable information encountered.)

Meztrans/Meztrans-1 ООО Межтранс /ООО Межтранс -1 125299, g. Moskva, ul. Kosmonavta Volkova, d. 6, Tel: +7 095 262 84 61 Fax: +7 095 159 60 89

Minudobrenia ОАО Минудобрения 396657 g. Rossoshio Ul. Himzavodskaia, 2 Tel: +7 473 962 17 30 Fax: +7 473 962 78 90 Website: http://www.minudo.com/

MMK-Trans ООО ММК -Транс 105082 Moskva, Spartakovskaia pl., d.16/15, str.5 Tel: +7 495 788 60 01 Fax: +7 495 788 60 02 E-mail: [email protected] Website: http://www.mmk-trans.ru/

Obaedinennaia transportno-эkspeditorskaia kompania (OT ЭKO) ЗАО Объединенная транспортно -экспедиторская компания ( ОТЭКО ) 115093 Moskva, Shchipkovskiy per. 3, 1 Tel: +7 495 787 09 01 Fax: +7 495 787 09 14 E-mail: [email protected] Website: http://www.oteko.com/

Pivovarennaia kompania Baltika ОАО Пивоваренная компания Балтика Baltika Breweries 194292 St Petersburg, 6 Verkhny per., d. 3 Tel: +7 812 325 93 25 Website: http://eng.baltika.ru/

PO Speccistern ы ЗАО ПО Спеццистерны (No reliable information encountered.)

RWD-Servis ООО РВД -Сервис St Petersburg, ul. 7-ia Sovetskaia d. 20-22 Tel: +7 812 326 58 40 Fax: +7 812 326 58 42 E-mail: [email protected] Website: http://www.rwdspb.ru/

Silioinit-Transport ООО Сильвинит -Транспорт (No reliable information encountered.)

Sovfraht ОАО Совфрахт 127994 Moskva, ‘Morskoi Dom’, Rahmanovskii per. 4, str.1 Tel: +7 495 258 27 41 Fax: +7 495 258 28 54 E-mail: [email protected] Website: http://www.sovfracht.ru/

TK Azia Trans ООО ТК Азия Транс (No reliable information encountered.)

TK Novotrans ООО ТК НОВОТРАНС 650055 Kemerovo, ul. Sar ыgina, 22A Tel: +8 3842 32 22 38 Fax: +8 3842 32 20 21 Website: http://filials.hc-novotrans.ru/section/86.htm

Transgroup AS ООО Трансгруп АС 107078 Moskva, Dokuchaev pereulok, 6, bld. 2 Tel: +7 495 777 27 55 Fax: +7 495 777 02 60 E-mail: [email protected]

Mack Brooks Exhibitions Ltd © 2012 42 TransOil ООО ТрансОйл 197046 St Petersburg, Petrogradskaya Naberezhnaya 18 Tel: +7 812 332 22 00, +7 812 332 20 83 (sales) Fax: +7 812 332 20 86 E-mail: [email protected] Website: http://transoil-spb.ru/en

Transportnaia kompania LUKoil-Trans ЗАО Транспортная компания ЛУКойл -Транс 115533, g. Moskva, ul. Nagatinskaia, d. 27, str. 4 Tel: +7 095 118 32 33, 118 80 23 Fax: +7 095 116 41 18

Trek-Servis ЗАО Трек -Сервис 117993 Moskva, Leninskii pr-t, d. 32a Tel: +7 495 938 58 22 Website: http://www.benzol.ru/contacts/

Uralchem-Trans ООО УРАЛХИМ -ТРАНС 123317 Moskva, Presnenskaya naberezhnaya, 10 Tel: +7 495 721 89 89 Fax: + 7 495 721 85 85 Е-mail: [email protected] Website: http://uralchem.com/ ; http://www.uralchem.com/eng/assets/789/

In early 2012 the company had more then 7,000 wagons, serviced and repaired at Murashi depot in Kirov oblast.

Vost-Sibpromtrans ОАО Вост -Сибпромтранс 660077 g.Krasnoyarsk, ul. Dobrovolioeskoi brigady 2A Tel: +7 3912 67 87 01 E-mail: [email protected]

ZapSib-Transservis ООО ЗапСиб -Транссервис 630004 g. Novosibirsk, prospekt Dimitrova 3/1 Tel/Fax: +7 383 335 80 79 E-mail: [email protected] Website: http://www.zsts.ru/

For operators and traders in locomotives and rolling stock a particularly useful ‘marketplace’ website is: http://www.railtransport.ru/about/ This is only in Russian at present, and is still under development, but promises to be a valuable and comprehensive database.

5. PASSENGER RAIL SERVICES IN RUSSIA

RZD Subsidiaries

Suburban Passenger Companies Between 2006 and January 2012 RZD created 25 PPK (Prigorodnaia Passazhirskaya Kompania) subsidiaries, responsible for suburban and local passenger operations. The ultimate goal is to have PPKs established for 32 cities. From 1 January 2011 it was planned that the local authorities at city council and oblast level should become involved as shareholders.

An early example was the Severo-Zapadnaya PPK (Northwestern Local Passenger Company), which following a decision taken on 9 November 2005 was founded as Sankt-Petersburg Vitebskaya PPK in March 2006 and assumed responsibility for services in that district on 11 April that year, changing its name on 25 August 2008. Its goal is to increase service levels by 30% by 2012. RZD holds 75%-1 of the shares, and St Petersburg city council 25%+1. Trains (Class ER2, ER2R and ER2T EMUs) are leased from RZD. In 2009 116.6 million passengers were carried.

The shareholdings of the local authorities and their involvement vary. For example, in Moskva RZD holds 49.33%-2 of the shares, Moskva city council 25%+1 and Moskva oblast 25%+1, while on the board of directors are four representatives of RZD, two from the city council and two from the oblast. Not all cities and regions involved in the PPK project have been as active as the former and present Russian capitals – some have ignored it. In theory, RZD continues as train and infrastructure provider, while the local authorities determine, and in theory finance, the level of service offered.

Setting-up of PPKs has encountered legislative, administrative, and financial difficulties. Railfreight in Russia is generally a profitable activity. So are long-distance passenger services, which are expected to be financially viable without subsidy. But local and suburban passenger services require financial support, often on a large scale. They are socially necessary and their level of financing is a sensitive public issue, as are fares levels and the introduction of fare increases. If fares have to be pegged while service levels are maintained or improved, subsidies have to be increased. In the past RZD was able to cross-subsidise suburban services from profitable activities, above all freight, but following the creation of freight subsidiaries, with their independent accounting systems, this is no longer an option and other ways of finding the money are necessary.

The cities and their oblasts are not keen to provide subsidy, since they too face shortages of cash. The ideal would be a contract between RZD, or one of its PPK subsidiaries, and a suitable partner, specifying the quality of service and the level of service provision, together with the scale of fares offered and the level of subsidy provided to achieve this. Such negotiations with the local and oblast authorities are advancing very slowly. Even where contracts have been signed, there are instances where the public bodies involved tend to ignore their terms afterwards. Starved of subsidy, the PPKs then strive to reduce operating costs by cutting services, to the discontent of the travelling public.

In 2011 RZD reckoned that the cost of providing suburban and local train services through its PPK subsidiaries would amount to around RUR80 billion (EUR2 billion). Around half of the revenue would come from ticket sales, the remainder from subsidies. However, in 2010 the public authorities were only able to provide RUR3 billion (EUR75 million), with the federal government supplying the remaining RUR35 billion (EUR875 million). With the Transport and Finance Ministries allocating just RUR25 billion for this purpose in 2011, there was a loss of RUR9 billion by the end of the year. Ten PPKs broke even on operations. Are fare increases the only possible way forward?

Mack Brooks Exhibitions Ltd © 2012 44 At present few local authorities in Russia are enthusiastic about initiating public transport reforms. Most do not see it as their responsibility. Separate agreements exist for each of the city-regions – there is no umbrella policy or legislation. That makes things easy for those not keen to support local public transport.

Such attitudes are understandable. Russian cities and their oblasts are suffering from a fiscal crisis, and there are countless types of social infrastructure provision that have to be supported. Some public authorities are aware of the benefits that improved public transport can bring. One example is the Moskva suburb of Mytishchi: the provision of a high quality local train service to and from the city centre has generated a boom in land values and the price of real estate.

There are also requests for more transparency in PPK accounting procedures. Are the PPKs exaggarating costs for some oblasts? They are unable to keep track of the costs, despite the fact that most are also now shareholders in the local PPK subsidiary. Another unresolved issue is how to subsidise a train service which traverses two or more districts? Taking Tver PPK as an example, the service which operates from Tver to Moskva, ‘local’ in nature, traverses three oblasts - those of Tver, Novgorod and Pskov. Rules have yet to be established to cover instances like this.

RZD’s attitude towards local service provision is understandable. As a commercial concern it is committed to making profits, not building up deficits, and in 2010 the administrative regions barely covered 10 % of costs generated by their local train services. A vicious downward spiral is evolving, in which the only way forward for the PPKs would appear to be to cut service levels or increase fares substantially. Both these strategies would result in fewer passengers and a consequent reduction in revenue from ticket sales. When the Severo-Zapadnaya PPK (St Petersburg) took this action recently, it was taken to court and lost its case, subsequently being fined. The PPKs have a difficult existence. Unless subsidy is increased in the near future, most will soon be verging on bankruptcy.

Ticket checking and revenue control leave a great deal to be desired. RZD states that on local train services over 50% of passengers evade paying fares. One PPK decided to step up controls. Checking at stations resulted in a 26% increase in from ticket sales revenue and checking on trains a massive 40% increase in revenue from tickets sold on board. There is no legislation in Russia under which passengers travelling without tickets can be fined, nor is there any mechanism whereby reports on such passengers can be prepared for implementing fines. The State recommends that operators should ensure that no passengers are able to board trains without tickets. RZD’s current strategy is to create ‘closed’ stations, where passengers can only gain access to the platforms and trains via ticket barriers or checkpoints.

The PPKs have to be fully compensated for the losses their services generate. Full compensation means that binding contracts have to be signed between the operators and the administrative bodies whose oblasts and cities the PPKs serve. The state-controlled fare system has to be overhauled simultaneously, but in such a way that passengers are not deterred from travelling by train. Fare scales have to relate to the real purchasing power of the local population, and this varies from one part of the country to another. In a low income area, if the cost of commuting to work amounts to 22% of the average wage packet, it is reckoned that fares are too high. This means that in some oblasts fares will only cover a fraction of the real cost of travel, whereas in others, where wages are high, fares can be set at levels enabling the PPK to break even without subsidy.

By early 2012 details had been released of 27 PPKs, some of which are still at project stage:

1: Moskva ОАО « Центральная ППК » JSCo Central Suburban Passenger Company RZD (49.33%); Moskva City Administration (25%+1 share); Moskva Oblast Administration (25%+1 share) http://oaocppk.ru

2: Omsk ОАО « Омск -пригород » JSCo Omsk-Prigorod RZD (51.02%); Omsk Oblast Administration (49%) http://www.omskprigorod.ru

4: Novosibirsk ОАО « Экспресс -пригород » JSCo Express-Prigorod RZD (51%); Novosibirsk Oblast Administration (46%); Novosibirsk City Administration (3%) http://www.express-prigorod.ru/

5: Kemerovo ОАО « Кузбасс -пригород » JSCo Kuzbass-Prigorod RZD (51%); Kemerovo Oblast Administration (49%) http://www.kuzbass-prigorod.ru/

6: Krasnoyarsk ОАО « Краспригород » JSCo Krasprigorod RZD (51%); Krasnoyarsk Territory Administration (49%) http://www.kraspg.ru

7: Sverdlovsk ОАО « Свердловская ПК » JSCo Sverdlovskaya Suburban Company RZD (51%); Sverdlovsk Oblast Administration (49%) http://www.uralprigorod.ru/company/

8: St.Petersburg ОАО « Северо -Западная ППК » JSCo Severo-Zapadnaya SuburbanPassenger Company RZD (74%); Saint-Petersburg City Administration (26%) http://www.ppk-piter.ru/

9: Vladivostok ОАО « Экспресс Приморья » JSCo Express Primorya RZD (51%); Primorsky Territory Administration (49%) http://expresspk.ru/?c=rasp

10: Volgograd ОАО « Волгоградтранспригород » JSCo Volgogradtransprigorod RZD (51%); Volgograd Oblast Administration (49%) http://volgogradtransprigorod.ru

11: Rostov-na-Donu ОАО « Дон -пригород » ( ОАО « Северо -Кавказская ППК ») JSCo Don-Prigorod (JSCo Severo-Kavkazskaya Suburban Passenger Company) RZD (74%); Rostov Oblast Administration (26%) http://www.skppk.ru

12: Tver/Moskva ОАО « Московско -Тверская ППК » JSCo Moskovsko-Tversakaya Suburban Passenger Company

13: Perm ОАО « Пермская ПК » JSCo Permskaya Suburban Company RZD (51%); Perm Territory Administration (49%) http://prigorod.perm.ru

14: Nizhny Novgorod ОАО « Волго -Вятская ППК » JSCo Volgo-Vyatskaya Suburban Passenger Company RZD (49.33%); Nizhny Novgorod Oblast Administration (25%+1 share); Kirov Oblast Administration (25%+1 share) http://www.vvppk.ru/

15: Kazan ОАО « Содружество » ОАО JSCo Sodruzhestvo RZD (49.33%); Republic of Tatarstan Administration (25%+1 share); Republic of Udmurtiya Administration (25%+1 share) http://www.sdppk.ru/

16: Krasnodar ОАО « Кубань Экспресс -пригород » JSCo Kuban Express-Prigorod RZD (49%); Krasnodar Territory Administration (51%) http://www.kuban-express-prigorod.ru/

17: Ufa ОАО « Башкортостанская ППК » JSCo Bashkortostanskaya Suburban Passenger Company RZD (100%-1 share); ANO Zheldorreforma - 1 share http://www.bppc.ru

18: Samara ОАО « Самарская ППК » JSCo Samarskaya SuburbanPassenger Company RZD (49%); Samara Oblast Administration (51%) http://www.samppk.ru

19: Irkutsk ОАО « Байкальская ППК » JSCo Baikalskaya Suburban Passenger Company Project - RZD (50%-1 share); Irkutsk Oblast Administration (50%+1 share)

20: ОАО « Саратовская ППК » JSCo Saratovskaya Suburban Passenger Company RZD (51%); Saratov Oblast Administration (49%) http://saratovskayappk.ru/

21: Saratov ОАО « Северная ППК » JSCo Severnaya Suburban Passenger Company RZD (100%-1 share); ANO Zheldorreforma - 1 share http://saratov.bezformata.ru/word/saratovskaya-ppk/1134392/ (temporary)

22: Kaliningrad ОАО « Калининградская ППК » JSCo Kaliningradskaya Suburban Passenger Company RZD (100%-1 share); ANO Zheldorreforma - 1 share http://www.kppk39.ru/news/2011-11-15 (temporary)

23: Voroezh oblast ОАО « ППК “ Черноземье ”» JSCo Suburban Passenger Company Chernozemye RZD - 51%; Voronezh Oblast – 25.5%; Lipetsk Oblast – 5%; Tambov Oblast - 10%; Belgorod Oblast - 9%

24: South Urals ОАО « Южно -Уральская ППК » JSCo Yuzhno-Uralskaya Suburban Passenger Company Project - RZD (100%-1 share); ANO Zheldorreforma - 1 share

25: Trans-Baikal ОАО « Забайкальская ППК » JSCo Zabaikalskaya Suburban Passenger Company Project - RZD (51%); Zabaikalsky Territory Administration (49%)

26: Sakhalin ОАО « ПК “ Сахалин ”» JSCo Suburban Company Sakhalin Project RZD (100%-1 share); ANO Zheldorreforma - 1 share

27: Yaroslavl OAO « Северная пригородная пассажирская компания » Open Joint Stock Company "North Suburban Passenger Company" http://www.sevppk.ru/

Express Kolcovo This is an RZD PPK service, four train pairs daily, operated since 31 October 2010, linking Kolcovo airport with Yekaterinburg.

RZD Federalnaya Passazhirskaya Kompania (FPK) ul. Masha Poryvaevoy, 34107078 Moskva Tel: +7 499 260 84 74, Fax: +7 499 262 33 49 E-mail: [email protected] Director-General: Mikhail P Akulov

The FPK (Federalnaya Passazhirskaya Kompania) subsidiary, responsible for long-distance passenger operations, was founded in April 2010, RZD owning 100%-1 shares. Its authorised capital is RUR136.8 billion. FPK’s mandate is to make these services more profitable, working together with the state authorities. It is responsible not only for domestic long-distance services, but also for those to and from neighbouring countries, including former members of the USSR. It embraces 16 of the 17 Divisions, 43 locomotive depots and works, 29 carriage depots, 15 railway agencies and two client service centres. It has 98,200 employees and 24,691 coaches. Two possible investment scenarios are envisaged for the decade from 2010 to 2020. It is planned to spend between EUR5.9 and 10.1 billion on rolling stock modernisation and replacement, with between 1,540 and 1,698 new coaches being acquired between 2010 and 2013, and between 4,080 and 6,864 between then and 2020. 200 coaches built to the RIC loading gauge for international services will be acquired between 2011 and 2014. On 2 March 2012 FPK was granted a EUR312.2 million loan from Gazprombank for new coaches. This follows on a EUR120.3 million loan granted by VTB in January 2012.

Mack Brooks Exhibitions Ltd © 2012 48 One of FPK’s first major steps, in September 2010, was to introduce a weekly through train linking Moskva with Nice. This is attracting steady patronage and frequency may be stepped up to twice-weekly. In December 2011 the through coach between Moskva and Paris, which was scheduled to spend most of a day in Berlin Hbf, was transformed into a through train, taking two days and one night. Sights are now set on using Talgo stock to expand the range of international services.

AeroExpress in the North Caucasus Following a tourism conference on 11 March 2012 aimed at developing the potential of the North Caucasus region, Russian president Dmitry Medvedev announced on 29 March that a project for an AeroExpress shuttle between Mineralnye Vody and Karachaevsk was to be prepared by 1 August by RZD, the Sinara Group (together with Siemens, involved in the Desiro RUS project) and the North Caucasus oblast. Mineralnye Vody airport, situated west of the spa town, is served at present mainly by domestic flights and is to be modernised in 2013-14 at a cost of RUR1.7 billion (EUR39.96 million). The project is aimed at the growing influx of tourists to the Caucasus (including package holidays offering an ascent of Mount Elbrus, at 5,624 m reckoned to be the highest summit in Europe, and involves major infrastructure investment. A south-to-west chord has to be built from the freight branch serving the airport to the Rostov-na-Donu to Baku main line, and the 45 km Nevinnomysskaya to Ust-Dzheguta branch has to be extended by 45 km up the Kuban valley to the mountain resort of Karachaevsk. This will be the longest AeroExpress service to date – over 220 km.

Moskva Ring Railway Maloye koljtzo Moskovskoy ʐyelyeznoy doroga 109420 Moskva, 12 build. 6, ul. Goncharnaya Tel/Fax: +7 495 223 06 57 E-mail: [email protected] Website: http://mkzd.ru/en/ General Manager: Michail Borisovich Khromov

On 30 March 2012 it was announced that Alstom, Bombardier, Siemens and Skoda, together with an un- named Russian train manufacturer, had submitted bids to build trains for the 54.4 km Small Ring circular line, which was inaugurated in 1908 and is physically connected to all the main trunk lines radiating from the capital. Later that year a tender for the design and supply of the trains was to be announced.

On 15 January 2009 RZD and Moskva city council’s property department created a joint venture known as MRR (Moskva Ring Railway). Project details and a business plan were developed, and on 11 June 2011 President Vladimir Putin and RZD President Vladimir Yakunin announced that the scheme to upgrade the Ring for passenger services would go ahead. RZD first redirected all freight transit traffic to the Large Ring. The current target date is late 2014 for restoring of passenger services on the 9 km between Pryesnya and Kanatchikovo, with six stations. The remaining 45 km between the same two locations, will have eight stations and may see passenger services in late 2015, when electrification will be completed. It is envisaged to initially offer 48 train pairs per day, stepping this up to 100 pairs in 2016, with five-minute headways at weekends. A depot for the new trains is to be built at Andronovka. There will be 19 stations, 12 with interchanges to the metro network and six with interchanges to radial RZD lines entering the capital. One of the stations will have metro and RZD interchanges. Estimated patronage in 2016 is over 250 million. The cost of the project is RUR440.5 billion (EUR11.3 billion ), spent over the period 2011-20, with infrastructure rebuilding costing RUR42.3 billion, new EMUs RUR9 billion and construction of interchanges RUR29.9 billion. Development of what is described as ‘commercial property’ will involve investment amounting to RUR337.7 billion

Other Passenger Operators

AeroExpress Sheremetyevo Airport, Khimki, 141400 Moskva oblast Tel: +7 800 700 33 77 E-mail: [email protected] Website: http://www.aeroexpress.ru/en/about.htm Chief Executive Officer: Aleksey Krivoruchko Mack Brooks Exhibitions Ltd © 2012 49

The roots of the expanding suite of AeroExpress services date back to October 2003, when freight forwarder TransGroup was granted an open access licence. In March 2004 the company took over responsibility for operating EMU services between Moskva and Kaluga. The following year TransGroup and RZD founded AeroExpress, a joint stock company, to take over passenger services linking Moskva Belorusky, Kievsky, Paveletsky and Savelovsky stations with the capital’s main airports, Vnukovo (May 2008), Sheremetyevo (June 2008) and Domodedovo (July 2008). In the case of Sheremetyevo, a new 8.5 km branch line had to be built to serve the terminal. Nearly 7 million passengers are carried annually. In February 2012 AeroExpress launched a service linking Sochi airport with Adler and Sochi, and it is now planned to extend AeroExpress- style services to other cities with rail-connected airports.

Grand Servis Express 129626 Moscow, st 3rd Mitishinskaya, 16 structure 3 Tel. +7 499 262 61 66, +7 495 619 97 83, +7 812 380 54 53 E-mail: [email protected] Website: http://www.grandexpress.ru/en/

Founded in 2002, this is a subsidiary of Moskva-based railfreight operator NPK (Novaya Perevozochnaya Kompania). It obtained its open access licence for passenger train operation the same year and started by including its own stock within premium RZD trains on the Moskva-St Petersburg run. An independent train, ‘Grand Express’, was launched in August 2005, operating non-stop. Two seven-car rakes of TVZ-built carriages are used, fitted out by Moskva-based Zircon Corporation, and targeted at the upper end of the market (Grand, Grand Imperial and Grand de Lux compartments are en-suite). There are nightly departures.

GW Travel Ltd Denzell House, Denzell Gardens, Dunham Road, Altrincham WA14 4QF, United Kingdom Tel: +44 161 928 9410 Fax: +44 161 941 6101 Email: [email protected] Website: http://www.gwtravel.co.uk/index.php

The honour of pioneering open access passenger train operation in Russia goes to a British company, GW Travel, founded by Tim Littler in 1989. The initials in the title refer to Gerald Whitwham, who founded the Whitwhams family wine import/export business in 1788. GW Travel ran its first railtour in Russia – to the Caucasus and Crimea – in 1992, and four years later ventured onto the Trans-Siberian. The inaugural tour, covering 13,000 km in 28 days, began on 25 May 1996, was entirely steam-hauled, using no fewer than 72 locomotives, and was the first ever private venture of its kind in Russia.

April 2007 saw the launch in Moskva of the ‘Golden Eagle’ Trans-Siberian Express, a rake of luxury carriages furnished by Zircon Corporation and Vagon RemService. This is the first privately owned train in Russia with en-suite sleeping compartment accommodation for all passengers. While its principal route is Moskva to Vladivostok, it also operates Moskva to Ulaan Baatar, St Petersburg to Yalta, and Moskva to Murmansk at certain times of the year.

Oy Karelian Trains PO Box 488 Vilhonkatu 13, FIN-00101 Helsinki, Finland Tel: +358 40 8663 800 Fax: +358 307 21 700 Website: www.kareliantrains.fi

Established in 2006, Karelian Trains is a joint venture equally owned by RZD and Finland’s national rail operator VR-Group Ltd to operate international high-speed passenger services between St Petersburg and Helsinki. These commenced in December 2010. The company’s fleet comprises four seven-car Pendolino tilting trainsets equipped to operate under the Russian 3 kV DC power supply and the Finnish 25 kV AC system. The service is branded ‘Allegro’. Initially two services each way were operated, rising to four daily in 2011. Customs checks are carried out on board.

Over the first two months of operation over 38,000 passengers were carried, when there were just two ordinary train pairs daily, each train carrying an average of about 160 passengers. It is intended to prolong

Mack Brooks Exhibitions Ltd © 2012 50 the service at a later date from St Petersburg to Moskva and then south to Kyjiv. The potential of more long- distance routes with accelerated services via Ukraine is also being investigated. A Moskva to Kursk, Belgorod and Kharkov service is envisaged, splitting in the latter city with portions for Adler (Russia) and Simferopol (Crimea, Ukraine).

Lux Express Group Lux Express in Russia Mitrofanjevskoe shosse 2-1, St Petersburg Tel/Fax: +7 812 441 37 57 E-mail: [email protected] Website: http://www.luxexpress.eu/en/ Chairman: Hannes Saarpuu Tel: +372 6 813 471 Fax: +372 6 800 901 E-mail: [email protected]

In March 2012 the Estonian Lux Express Group, which operates a wide range of international coach services, announced plans to launch a train service between Tallinn and St Petersburg. Two FLIRT EMUs, fitted out for long-distance operation, are to be acquired from Stadler with assembly taking place at Siedlce in Poland. The EUR20 million project is to be financed by Czech entrepreneur Leos Novotny’s Aakon Capital company, and the new service is expected to start during the first half of 2015.

Perm Express In January 2010 a private company was formed in Perm, and was granted an open access passenger licence on 23 September. On 1 November it launched a suburban service from Perm II northeast to Divya (25 km). Perm Express is entirely independent of the Perm PPK. By March 2012 two train pairs per day were being offered, the 13-stop run taking 1h19 and advertised as ‘express’.

Tverskoy Express 115 184, g. Moskva, Srednii Ovchinnikovskii pereulok, d.16 Tel: +7 495 777 27 57 Fax: +7 495 777 27 57 Email: [email protected] ; [email protected] Website: www.megapolis-te.ru (Russian only)

Tverskoy Express was founded in 2003. It is a subsidiary of Transmashholding, the main shareholder, the TVZ carriage works in Tver, and TransGroup. It received its operating licence in February 2004 and three years later had around 100 employees. In October 2007 it started up a nightly service linking Moskva and St Petersburg, with one intermediate stop at Tver, branded ‘Megapolis’. Later in the same month a second ‘Megapolis’ started up, between Moskva and Kazan. Practically all the rolling stock was built by TVZ in the first half of 2006, the exceptions being the restaurant cars, which are Vagonmash products. A fleet of 66 vehicles was created, all designed for 160 km/h running, and offering both two- and four-berth sleeping compartments. Haulage on the Moskva to St. Petersburg route is usually provided by a Class ChS2T electric, while on the Kazan route either 3 kV DC Class ChS2Ks and 25 kV AC ChS4Ts were used (locomotives being changed at Vekovka) or dual-voltage EP10s (throughout). All machines are hired from RZD, which also services the carriages at depots in Moskva and St. Petersburg. The Kazan service was withdrawn sometime in 2008.

6. MAIN LINE LOCOMOTIVE AND ROLLING STOCK MANUFACTURERS

Principal Manufacturers

Altaivagon 658087 Altai Oblast, Novoaltaisk, ul. Partsyezda, 16, 22 Tel.: +7 38532 49 1 33 Fax: +7 38532 47 4 33 E-mail: [email protected] Website: http://www.altaivagon.com/company/about/

On 7 October 1941 the Dneprodzerzhinsk wagon works (nowadays known as Dneprovagonmash, in Ukraine) was evacuated to Altai and focused on the manufacture of military equipment until 1945. Later that decade it resumed construction of bogie platform wagons and covered vans. The first all-steel wagon was outshopped in the early 1970s and by the end of 1983 no more wagons incorporating timber were being built. At that time the factory worked closely together with clients in China. In the 1990s difficulties were experienced with supplies of rolled steel products from countries which had previously belonged to the USSR, orders slumped, and in October 1992 the ailing concern was transformed into a joint stock company. New types of wagon were developed, and following the turn of the millennium orders recovered. A foundry was opened in September 2003 in Rubtsovsk and in March 2004 a new factory was inaugurated in Kemerovo to cope with increasing demand. Three types of open wagon, two types of closed van, nine types of platform wagon and two types of tank wagon are currently offered. Between 2000 and 2006, the latest year for which production statistics have been released, the number of wagons passing through the works for repairs slumped from 3,986 to 1,004, while the number of new wagons outshopped rose from 205 to 7,412. In 2006 Altaivagon enjoyed a 23.1% share in the Russian wagon-building market and had 5,959 employees.

Ruzkhimmash 431446 Mordovia, Ruzaevka, 6 Tel: +7 834 51 3 26 45 Fax: +7 834 51 3 13 18, +7 834 51 3 27 78 E-mail: [email protected] Website: http://ruzhim.rctm.su/ Chief Executive Officer: N V Burmistrov

Founded in the 1970s, this company builds various types of tanks, for static as well as railway use, evaporators and heat-exchangers, apparatus incorporating mixing devices, and various types of agricultural machinery. 14 types of tanks for tank wagons are produced, and the company can also undertake tank wagon examination, overhaul, repair and refurbishment, and supply spare parts. Other wagon types are also produced, including 60-foot and 80-foot platforms. Exports have been made to Belarus, Kazakhstan, Tadjikistan, Ukraine and Uzbekistan. As of 1 January 2010 the company had a workforce of 5,078.

Sinara 620026, Ekaterinburg, ul. Rosa Liuksemburg, 51 Tel: +7 343 310 33 00, +7 343 229 33 00 Fax: +7 343 229 33 01, +7 343 310 33 01 E-mail: [email protected] Website: http://www.sinara-group.com/ Chairman: Dmitry Pumpyansky

With its head offices in Yekaterinburg, Gruppa Sinara is a huge and diversified industrial enterprise, involved not only in transport engineering but also the construction industry and financial services. In

Mack Brooks Exhibitions Ltd © 2012 52 Yekaterinburg is the Ural Diesel Engine Factory (Уральский дизель -моторный завод – Uralsky Dizel- Motorny Zavod or UDMZ). Nearby in Verhniaia Pyshma is the Ural Railway Engineering Works (Уральский завод железнодорожного машиностроения – Uraliokii zavod zeleznodoroznogo mashinostroenia or UZZhM), while to the west of Moskva and about 65 km north of Bryansk is the Lyudinovo Diesel Locomotive Works (Людиновский тепловозостроительный завод – Liudinovskii teplovozostroitelio ыi zavod). Gruppa Sinara was founded in 2001, started buying up establishments the following year and acquired controlling stakes in them in 2005. The three firms involved in the railway industry are grouped under Sinara Transport Machines (STM), founded in 2007, with offices in Yekaterinburg.

Electric locomotive developments Uralskie Lokomotivy of Verkhnaya Pyshma, near Yekaterinburg, is a joint venture of Gruppa Sinara (51 %) and Siemens (49 %), active since 1 July 2010 within the UZZhM works. On the 28 July 2010 it celebrated the inauguration of a new assembly line and simultaneously started construction of the prototype powerful Class 2ES10 electric locomotive. 2ES10-001 was outshopped on 18 November 2011, and is shown in the upper photo. The Class 2ES10 carries the family name Granit (Granite).

Siemens is involved in the development of the Class 2ES10, being responsible mainly for the electrical equipment. The 2ES10 is a 3 kV DC, 120 km/h two-section Bo-Bo+Bo-Bo locomotive with asynchronous traction equipment. It has a rated power of 8,400 kW and a short-term output of 8,800 kW. It was planned to build 11 2ES10s as pre-series machines during 2011, with batch production running between 2012 and 2016. In all, the RUR42 billion (EUR1.07 billion) contract for RZD involves no fewer than 221 locomotives to replace Class VL11 machines.

‘Granit’ 2ES10-001 was outshopped in late 2010, and initial testing and commissioning took place at the works before despatch on 4 March 2011 to the VNIIZhT test centre at Shcherbinka for trials that included running 4,500 km hauling a trailing load of 6,300 tonnes. Having realised the obligatory 5,000 km of test runs, it departed from the test circuit to continue trials in readiness for the granting of type certification.

The second locomotive completed undertook a trial in April 2011 on the Sverdlovskaya doroga from Yekaterinburg-Sortirovochny marshalling yard to Pervouralsk, some 50 km west of Yekaterinburg, over part of the Trans-Siberian, with a trailing load of 7,000 t. An ability to haul such heavy trains is important, since the 2ES10s will operate on the Sverdlovskaya, Zapadno-Sibirskaya (West Siberia) doroga and Yuzhno- Uralskaya (South Ural) doroga, over steeply graded routes in the Urals.

To enable RZD to evaluate a three-section version of the ‘Granit’, which would be able to take even heavier freights over the Sverdlovskaya doroga, on 4 August 2011 a temporarily configured ‘three-section’ Class 2ES10 electric achieved a new haulage record, moving a 9,000-tonne train over the Urals from Yekaterinburg to Pervouralsk. This was the first time that such a heavy train had traversed the mountains from Asia to Europe without having to be split. The power available was boosted from 8,400 to 12,600 kW by adding a third section borrowed from 2ES10-001 to the second locomotive built. Sinara now has a project to build centre sections without cabs for the ‘Granits’, which in three-section guise will be capable of hauling freights of up to 9,000 tonnes over the Urals, reducing rake splitting and increasing line capacity. In 2011 eleven 2ES10s were built.

In 2008 UZZhM started building two-section 3 kV DC Class 2ES6 ‘Yedinaya Rossia’ (United Russia) electric freight locomotives. The class is the predecessor of the 2ES10. In 2008-09 33 were built against an initial 2007 contract. In 2009 a second contract was awarded for 240 2ES6s. Of these 50 were built in 2010, and it was planned to build 54 in 2011 and the remaining 136 in 2012. Destined for the Sverdlovskaya doroga, the class is brand-named ‘Sinara’. With the number of available Class 2ES6 electric locomotives increasing steadily (112 by early June 2011) the Uralskie Lokomotivy works expanded its warranty network under an agreement with RZD, with more depots equipped to undertake maintenance.

New diesel and hybrid types In March 2011 STM subsidiary Lyudinovsky Teplovozostroitelny zavod (LTZ), was awarded a contract by the Russian Ministry of Industry and Trade to develop and to design a new two-engined, eight-axle 1,780

Mack Brooks Exhibitions Ltd © 2012 53 kW diesel shunter, the prototype of which was scheduled for completion by the end of 2011. STM is also getting involved in train maintenance and on 8 April 2011 registered a new subsidiary concern, STM-Servis.

On 25 April 2011 the STM development centre, working with RZD, announced that it planned to develop a Class TEM9N hybrid shunter. This will be the first hybrid to be built in Russia, and according to Sinara there exists an annual demand for around 120 such new locomotives. Outshopping of a prototype took place on 27 December 2011. The locomotive was being commissioned and subjected to dynamic testing during 2012, paving the way for the construction of an initial batch in 2013.

On 4 July 2011 at Lyudinovo, STM unveiled a prototype Class TEM14 eight-axle shunter, with two diesels rated at a total of around 1,770 kW and with a top speed of 100 km/h. This locomotive is designed for open- air stabling in temperatures as low as -50ºC without the need to drain off liquid coolants.

On 1 June 2011 Sinara announced that RZD had awarded a contract for 40 two-section main line diesel- hydraulics for use on the RZD network on Sakhalin. These will replace machines now around 40 years old. STM will start deliveries in 2012 with completion in late 2015. Designated Class TG16M, they will be fitted with bogies capable of accommodating either 1,520 or 1,067 mm gauge wheelsets. They will have a Bo-Bo + Bo-Bo axle arrangement, each section powered by a 1,480 kW 12DM-21EL diesel power unit produced by UDMZ linked to Voith Turbo L530breU2 hydraulic gearboxes. The contract also includes driver and depot staff training, and STM and RZD agreed that the cost of the new locomotives should depend on a calculation of life-cycle costs. They will be built at Sinara’s Lyudinovo plant.

TorVZ OAO TorVZ Tversakaya Oblast, 172008 Torzhok, ul. Engelioa, 5 Tel: +7 48251 9 41 81 Fax: +7 48251 9 12 83 E-mail: [email protected] Website: http://www.torvz.ru/ (Russian only)

Founded in March 1916, this factory first supplied military equipment to the Northern Front, diversifying into railway rolling stock following the Revolution. In addition to 1,520 mm gauge vehicles, stock of narrower gauges was also built here. The factory was relocated to Kazan during the Great Patriotic War, returning to Torzhok, on the main line between Moskva and Leningrad in 1946. Over the next few decades railway and military equipment continued to be manufactured here. Restructuring took place during the early 1990s, when output fell by around 50%. It was decided to abandon the military side of the business and focus instead on EMUs – the country had been deprived of the Riga carriage works in Latvia following the independence of the Baltic states.

The first EMU built at Torzhok entered service in late 1993 and two years later ten vehicles were being outshopped each month. Between 1993 and 2000 100 EMUs of various types were built for local and middle-distance operations. Moreover, the type ET-2A EMU was the first in Russia with asynchronous traction motors. However, the most significant development was the type DT-1 electro-diesel multiple-unit, the first of its kind to be built in Russia, developed between 2005 and 2007.

Early in 2006 DT1-001, the first Russian-built electro-diesel multiple-unit, was completed. Testing and authorisation followed and several other trains of this type have since been built. The first to enter commercial service, in May 2009, was DT1-002, between St Petersburg and Pskov, a distance of around 300 km. The train uses electric power as far as Luga, about halfway, then switches to diesel, replacing a Class TEP70-hauled rake of stock between Pskov and Luga and eliminating a change to and from an EMU at the latter station. Another electro-diesel subsequently took over services between St Petersburg, Ivangorod and Gdov, on the Estonian border. In 2010 12 Class DT1 four-car DT1 electro-diesel MUs were ordered by RZD.

Transmashholding 127055 Moskva, Butyrsky Val Street 26, Bld.1 Tel: +7 495 660 89 50 Fax: +7 495 235 46 35 E-mail: [email protected] Mack Brooks Exhibitions Ltd © 2012 54 Website: http://www.tmholding.ru/en/

Transmashholding is in Russian terminology a Closed Joint Stock Company ( Закрытое акционерное общество – ZAO). The shares of a ZAO are distributed among a limited number (maximum 50) of shareholders, with a statutory minimum capital in shares of RUR10,000. RZD and Alstom each have 25%+1 shares, but Transmashholding’s owner is Dutch Breakers Investments, with other key shareholders Iskander Makhmudov, Andrey Bokarev and TransGroup AC. In 2011 Transmashholding recorded sales worth RUR107 billion (RUR91 billion in 2010, up by 17.5%) and had a workforce of over 57,000 spread among 14 factories. Exports are achieved to Azerbaijan, Belarus, Bulgaria, China, Estonia, Kazakhstan, Latvia, Lithuania, Panama, Poland, Spain, Ukraine, Uzbekistan and Vietnam. Transmashholding is a young company, founded in 2002, but its roots go back to the early days of rail transport, as is evident from an examination of its main constituent companies:

• BMZ (Brianskii mashinostroitelio ыi zavod - Брянский машиностроительный завод ) of Bryansk was founded in 1873 and is a major designer and builder of diesel locomotives for main line and shunting operation. The works also builds various types of freight wagon and marine and locomotive engines.

On 20 December 2010 the Russian rail authorisation body (RS FZhT) granted BMZ permission to build the first batch of Class 2TE25A two-section ‘Vityaz’ diesels, which feature asynchronous traction motors. The certification covers 23 machines and is valid until 15 December 2013, by which time all should be in regular service with RZD. The first two prototypes (001 and 002) received their authorisation in 2009 and are now based at Bryansk 2 depot. In 2011 five two-section Vityaz diesels were built at BMZ, outshopped between April and December. Experience gained during construction of this batch will assist TMH in developing its own new family of diesel locomotives at BMZ, without assistance from Alstom.

There were 8,822 employees in 2012. The company’s English language website is: http://www.tmholding.ru/en/about_us/enterprises/bryansk/

• Founded in 1935, BSZ (Bezickii stalelitein ыi zavod - Бежицкий сталелитейный завод ) of Bryansk is Russia’s latest manufacturer of rail vehicle steel castings, freight wagon bogies and axle- boxes, passenger carriage automatic couplings, and check valves.

There were 4,186 employees in 2012. The company’s English language website is: http://www.tmholding.ru/en/about_us/enterprises/bezhitsk/

• DMZ (Demikhovsky Machine-building Plant - Демиховский машиностроительный завод ) of Demikhovo was founded in 1935 and is Europe’s largest producer of EMUs (both 3 kV DC and 25 kV AC) for local and middle-distance services – it currently accounts for around 80% of all built in Russia, and offers operators 17 different types. Some of the output is exported to Belarus, Kazakhstan and Ukraine. From 2007 630 cars were built to create Classes ED4M, ED9M and ED9MK EMUs, and in 2010 RZD acquired 626 Class ED4M and ED9E EMU cars. Notably Demikhovsky was the only Russian factory to build wagons and carriages for 1,000, 900 and 750 mm gauge railways.

There were 3,604 employees in 2012. The company’s English language website is: http://www.tmholding.ru/en/about_us/enterprises/demikhovskii/

• Integrirovannaya Vagonostroitelnaya Kompaniya is a subsidiary of TMH-vagonostroyeniye. On 21 January 2011 Tatravagonka signed an agreement under which the Slovakian company would buy 50% of the shares of the Transportnoye Maschinostrojeniye works in Engels, thus establishing a joint venture with TMH. This will enable some of the 90-foot platform wagons and covered vans ordered by Freight One to be built there.

Mack Brooks Exhibitions Ltd © 2012 55 • Based in St Petersburg, but founded comparatively recently in 1991, the KMT Industrial Group (Производственная фирма КМТ ) manufactures components for carriages – glazing, couplings, heating systems, automatic doors, floor frames and inter-car gangways.

There were 1,036 employees in 2012. The company’s English language website is: http://www.tmholding.ru/en/about_us/enterprises/kmt/

• The roots of KZ (Kolomensky Zavod - Коломенский завод ) of Kolomna can be traced back to 1863. In addition to developing and building main line diesel locomotives, this company builds marine diesels, mainly for naval vessels nowadays, and a range of medium-speed diesel engines rated between 450 and 5,000 kW for static uses. More recently it has diversified into production of electric locomotives.

On 29 March 2011 Kolomensky zavod handed over the hundredth Class EP2K electric locomotive (EP2K-100) to Barabinsk depot on RZD’s Zapadno-Sibirskaya doroga, for use on passenger services. At present the depot has 93 EP2Ks, but it needs 150 to cover all the diagrams for which such machines would be ideal. At present they haul trains bound to and from Čelyabinsk, Mariinsk, Novosibirsk, Petropavlovsk, Sverdlovsk and Perm. The factory planned to outshop 40 locomotives of this type during 2011 as part of RZD’s programme to replace ageing Czechoslovak-built Class ChS2 machines. Further west, on the Oktyabrskaya doroga, six EP2Ks are currently in use on services radiating from St. Petersburg to Svir and Babajevo.

There were 8,210 employees in 2012. The company’s English language website is: http://www.tmholding.ru/en/about_us/enterprises/kolomna/

• MWM (Metrovagonmash – Метровагонмаш ) of Mytishchi, is perhaps best known as a metro train builder and overhauler (see also Section 8). However, it more recently diversified into DMU production and in 2010 39 Class RA-2 three-car DMUs were built for RZD. Dump trucks form another major product line. There are around 5,700 employees.

There were 5,061 employees in 2012. The company’s English language website is: http://www.tmholding.ru/en/about_us/enterprises/metrovagonmash/

• NEVZ (Novocherkasskiy Electrovozostroitelniy Zavod - Новочеркасский электровозостроительный завод ) of Novocherkassk was founded in April 1936, and is nowadays the largest manufacturer of main line, shunting and industrial electric locomotives in Russia. It also produces spare parts for all earlier types of electric locomotive, a considerable undertaking, since over 15,000 machines of over 40 types have left its production lines.

On 21 September 2010 at the InnoTrans exhibition RZD, TMH and Alstom Transport signed a memorandum of understanding on developing a Class 2ES5 electric freight locomotive with asynchronous traction motors. The 25 kV 50 Hz machines will be built by NEVZ, and Russian manufacturers will supply many of the key components, including the traction motors.

On 30 June 2011 NEVZ outshopped its 700th Class EP1M AC passenger electric. The first was completed in 2007. During the first half of 2011, 56 were built and seven more were to be outshopped by the end of the year.

There were 10,666 employees in 2012. The company’s English language website is: http://www.tmholding.ru/en/about_us/enterprises/novocherkassk/

• Founded in 1826 in St Petersburg, OEVRZ (Oktyabrskiy Electrovagonoremontniy Zavod - Октябрьский электровагоноремонтный завод ) specialises in the repair and refurbishment of EMUs and carriages. In 2009 153 carriages and 115 EMU cars passed through the works, which also repaired 943 wheelsets. See also Section 8. There were 925 employees in 2012. The company’s English language website is: http://www.tmholding.ru/en/about_us/enterprises/october/

Mack Brooks Exhibitions Ltd © 2012 56 • Founded in 1949 and based in Penza, PDM (Penzadieselmash – Пензадизельмаш ) builds diesels and diesel generators for a range of uses – locomotives, ships, mining machines and electricity power stations. It also manufactures compressors and pumps.

There were 2,441 employees in 2012. The company’s English language website is: http://www.tmholding.ru/en/about_us/enterprises/penzadizelmash/

• TMH-Servis represents a new sphere of activity for TMH (as for Sinara), locomotive maintenance, for which negotiations with RZD started in 2009. The first involvement began in 2010 at Bratskoe maintenance works near Vikhorevka (Irkutsk) on the Vostochno-Sibirskaya doroga, focusing specifically on Class 2ES5K electric locomotives. Subsequently TMH took over maintenance of ‘Yermaks’ based at Smolyaninovo depot, near Nakhodka. At Kaliningrad TMH takes care of Class TEM18D shunters, and at Kurbaninskaya (Kursk) the manufacturer looks after BMZ-built diesels. With freight traffic along the Black Sea coast on the increase in connection with construction activities in readiness for the 2014 Winter Olympics, TMH anticipates servicing DC electrics at Tuapse depot, which in the future will also be the home of the new Kolomna-built Class EP2Ks and the dual-voltage EP20s, both to be used on express passenger services. TMH also hopes to provide maintenance at Barabinsk depot, near Novosibirsk. TMH is also interested in becoming involved in carriage maintenance, and in 2011 was one of the bidders for the lease of 17 carriage depots from RZD. Negotiations were held in 2011 with Mongolian state operator Ulaanbaatar Tomor Zam (UBTZ) to realise locomotive maintenance at one of its depots. On 4 April 2011 TMH-Servis opened a new maintenance centre at Ulan-Bator depot. By mid-summer it was responsible for overhauling UBTZ’s 35 Class 2TE116UM main line diesels and 13 Class TEM18DM shunters. Under the terms of the agreement it also sources spare parts for these machines.

• Tsentrosvarmash ( Центросвармаш ) produces welded products such as bogies and bodyshells for trains, and steel components for bridges, mining equipment, steelworks and other heavy industries.

There were 1,073 employees in 2012. The company’s English language website is: http://www.tmholding.ru/en/about_us/enterprises/tsentrosvarmash/

• Transconverter of Moskva was founded in 2005. It is a joint venture between Transmashholding and Siemens, which agreed to a technology transfer, and is a high technology concern dedicated to the development, design and manufacturing of prototype high-voltage static converters for EMUs and electric locomotives. Output capacity is ten static converters per month.

There were 32 employees in 2012. The company’s English language website is: http://www.tmholding.ru/en/about_us/enterprises/transconverter/

• TVZ (Tverskoy Vagonostroitelniy Zavod - Тверской вагоностроительный завод ) of Tver is Russia’s main carriage-builder. The company also manufactures complete bogies, the latest models being of bolsterless design and suitable for operation at speeds up to 160 km/h, and wheelsets for freight wagons. The latest types of carriage feature smooth, rather than ribbed bodyshell sides. In December 2010 TVZ started building a batch of 40 type 61-4445 carriages for RZD designed specifically for travellers with disabilities.

In 2010 RZD’s FPK subsidiary bought 501 coaches worth RUR13.2 billion (EUR337 million) for long-distance services. These comprised: 17 compartment coaches for daytime use; 11 type SV sleepers; 424 open saloons; 43 ‘shtabny’ cars incorporating a train manager’s office; and six special- purpose vehicles. TVZ has a theoretical output capability of 100 carriages per month, so there is still a good deal of spare capacity at the works, which outshopped around 600 new carriages in 2009 and 1,118 in 2008.

RZD awarded TVZ a contract for four 61-4483 and 16 61-4484 permanent way staff cars early in 2011. The first deliveries of the batch-produced vehicles were scheduled for late 2011.

Mack Brooks Exhibitions Ltd © 2012 57 Special vehicles are also built for other concerns. Among these are four coaches built in 2010 for Gazpromtrans – the latter company’s first ever items of passenger rolling stock. These are to move workers from site to site in the gas fields of northern Russia and are designed for use in temperatures as low as -70ºC. They are equipped with impressive thermal insulation, including inertia gas in the space between the panes of their double-glazed windows. On-board power can be supplied either from the 3 kV DC overhead line or from a separate diesel genset. Gazpromtrans planned to buy further carriages in 2011, including ‘shtabny’ vehicles and compartment stock.

There were 9,978 employees in 2012. The company’s English language website is: http://www.tmholding.ru/en/about_us/enterprises/tver/

In recent years Transmashholding has formed joint ventures with various European train builders and component manufacturers:

• Alstom Transport : The initial agreement between Transmashholding and Alstom was signed in December 2007, and was followed in October 2008 by the creation of TMH-Alstom DV, a joint venture (51% Alstom, 49% Transmashholding) to build a fleet of double deck carriages. In March 2009 a further agreement was signed under which Alstom would provide the necessary technological expertise for the modernisation of Transmashholding’s factories, with a view to developing new types of locomotives. The Russian concern would realise over 75% of the manufacturing, while Alstom acquired a 25%+1 share stake in Trasmashholding’s capital holding company.

• Bombardier Transportation : In Sochi in May 2007 Transmashholding and Bombardier signed an agreement to create an engineering centre, an agreement which a year later evolved into a decision to establish two joint ventures, one for engineering design and the other for the manufacture of inverter drives based on Bombardier’s MITRAC technology. The first concern is registered as Transmashholding Bombardier Transportation (Engineering) Rus, and the second, Transmashholding Bombardier Transportation (Industrial) Rus.

• Knorr-Bremse : In April 2007 Transmashholding and Knorr-Bremse decided to form a joint venture to establish a factory in Russia to manufacture braking systems, and to create a retailing and servicing network. In addition to serving the domestic market, this concern will produce for export to former member states of the USSR.

• Siemens (see Transconverter, above).

TVSZ 187550 Leningrad Oblast, Tikhvin, Industrial Site Tel: +7 81367 58 280 Fax: +7 81367 31 612 Website: http://www.tvsz.ru/en Chairman: Igor N. Tsyplakov

Media address: 119180 Moskva, Bolshaya Yakimanka, 1 Tel. & Fax: +7 495 777 08 15 E-mail: [email protected]

Founded in 2005, TVSZ (Tihvinskogo Vagonostroitelioogo Zavoda) is a newcomer to the Russian train building industry. It is owned by the closed joint stock company CTS. Its factory is a on a former Transmash site in Tikhvin, in Leningrad oblast. Construction of the works at a cost of more than USD1 billion began in January 2008 and the prototype manufacturing production line was commissioned in July the same year. A type 12-9761 drop-bottom open box wagon was built the following month, certification for batch production being granted in March 2009. The following month prototypes of a solid-bottom open box wagon (type 12- 9833) and a hopper wagon for mineral fertilisers (type 19-9835) were built, the latest model being a type 13- 9834 platform wagon suitable for large containers. The company also produces type 18-9810 and 18-9841 bogies, wheelsets, wheelsets with cartridge bearings, bolsters and bogie frames.

Mack Brooks Exhibitions Ltd © 2012 58 On 21 January 2011 Tatravagonka signed an agreement with TVSZ envisaging the development of a strategic partnership for developing and marketing innovations within the rail vehicle industry. The focal point, at least initially, will be TVSZ’s Barber S-2-R bogies, which Tatravagónka would like to use for its own wagons for the 1,520 mm market. TVSZ is to retain the patent for this design, which was developed specifically for 1,520 mm gauge stock and for axle-loads of 23.5 and 25.0 tonnes by Wabtec subsidiary Standard Car Truck of the USA.

The TVSZ complex is designed with an annual output capacity of around 13,000 wagons, 65,000 wheelsets and 90,000 tonnes of cast steel products.The formal launch of production was celebrated symbolically on 30 January 2012, with President Vladimir Putin in attendance.

Uralvagonzavod 622007 Sverdlovsk Oblast, Nizhny Tagil, Vostochnoe shosse, 28. Tel: +7 3435 34 50 00, +7 3435 33 17 74 Fax: +7 3435 34 53 57 Information Services: Tel: +7 3435 34 42 09 E-mail: [email protected] Website: http://www.uvz.ru/ (Russian only)

The company was founded in the mid-1930s and its first freight wagon was outshopped in October 1936. In addition to building wagons, the company is the third largest producer of military equipment in Russia, and manufactures various types of excavators and lorries for civil engineering work. Fifteen freight wagon types are listed in Uralvagonmash’s range.

Vagonmash 196084 St Petersburg, ul. 115 Moskovsky Prospekt Tel: +7 812 388-35 23 Fax: +7 812 388 83 78 E-mail: [email protected] Website: www.vagonmash.ru

While Vagonmash is perhaps best known as a metro train manufacturer (see Section 8), in 2003 the company diversified into the construction of dining cars for RZD, with a de-luxe version on offer from December 2007. Designs for a baggage car, a mail van and an open saloon have also been developed. In 2010 the company delivered one restaurant car to RZD.

On 17 December 2010 Vagonmash was awarded a contract by the Russian postal service for 20 mail vans. They differ from earlier mail vans built by Vagonmash (10 in early 2010, with a braking system designed for a top speed of 120 km/h) in having a braking system designed for 160 km/h operation, and also designed so that the braking force is regulated according to the load on board. A further order for 10 more of these vehicles was placed on 18 January 2011. All 30 were scheduled for delivery by the end of July 2011, the first having been handed over in late December 2010. RZD is to pay for the vehicles through a leasing agreement.

A useful company presentation in English can be downloaded from: http://www.rustrade.in/Downloads/Proposals/2009-08-30_vagonmash.pdf

Component Manufacturers and Industry Suppliers

For details of component manufacturers, readers are advised to consult exhibitor lists for events such as Expo 1520 and Exporail . These often provide links to the companies’ own websites, and basic information (in Russian) on addresses, phone numbers and e-mail addresses.

The Expo 1520 website, run by Businessdialog, is provided in Russian and in English:

Tel: +7 (495) 262 98 15, +7 (495) 988 18 00 E-mail: [email protected]

Exporail is an annual trade exhibition of railway technology and services organised by Restec-Brooks and held in Moscow

Tel: +44 1727 814400 Fax: +44 1727 814401 E-mail: [email protected] Website: www.exporailrussia.com

Current Major Motive Power and Rolling Stock Projects

The involvement of major foreign train-building companies in the Russian market is following a pattern which is somewhat similar to that which has been evolving in China over the past few years – the creation of joint ventures, the realisation of technology transfers and the growth of component production in the host country, up to a point where complete locomotives and items of rolling stock can be built there. In Russia the main foreign players so far are Alstom and Siemens, with Bombardier focusing to date mainly on infrastructure sectors, and Talgo providing assistance in overcoming the break of gauge barrier, at least for passenger stock. The orders so far placed in Russia are also small in comparison with those of Chinese Railways, but optimism is high and the market potential enormous, given the age of the Russian locomotive, EMU and DMU fleets. In December 2010 RZD stated that it intends to purchase 1,250 new locomotives in 2011-13.

Talgos for International Services In autumn 2008 RZD and Patentes Talgo signed a Memorandum of Intent to study the feasibility of using Talgo VII variable gauge ‘tren-hotel’ stock on services linking Moskva with Warszawa, Praha and Berlin. Talgo’s involvement in Russia dates back to the 1990s, when various gauge-changing trials were realised with both passenger stock and freight wagons. In spring 2010 a short rake of Talgo stock visited the Shcherbinka test circuits and also made trial runs on the Moskva-St Petersburg and Moskva-Brest lines. One of the deciding factors was the ability of the gauge-changing elements on the Talgo wheelsets to cope with severe winter conditions. However, it was found that substantial journey time reductions on long runs could accrue from the use of trains similar to RENFE’s variable-gauge Class 130s, even if they are limited to line maxima of 160 km/h or less.

On 18 June 2011 during the International Economic Forum in St Petersburg, RZD and Talgo signed a contract worth over EUR100 million. The initial order is for seven rakes of locomotive-hauled 200 km/h aluminium-bodied Talgo stock of the latest generation. Three rakes will be variable-gauge, for use on services between Moskva, Brest, Warszawa and Berlin, where journey times will be significantly reduced, since gauge-changing on the border between Belarus and Poland will only take between ten and 15 minutes. The other four rakes will be used between Moskva and Kyjiv. The contract covers design, construction and authorisation, and it is planned to establish a Talgo/RZD maintenance base for the stock in Russia, as is the case in neighbouring Uzbekistan and Kazakhstan. On 1 January 2012 RZD President Vladimir Yakunin announced that it was hoped to launch Moskva to Kyjiv and Berlin Talgo services by the end of 2012, with the first stock being delivered for certification purposes in June 2012.

Stadler and Metrovagomash In late summer 2011 Stadler won a contract worth CHF240 million for 100 diesel power modules, which are known as GTW+. Mounted on bogies, they will be used to power 50 new 160 km/h eight-car DMUs currently being developed by Metrovagonmash for RZD. Each of the two power modules has a 1,119 kW Cummins QSK38 Stage IIIA engine, which will be centre-mounted. Passengers will be able to move between one part of the train and another via a single side corridor within the module (unlike in the GTW DMUs, which have centre corridor power modules). The power modules will have two bogies, and a 20.5 t maximum axle-load. Delivery of the first two prototype modules will take place in late 2012. Certification and delivery of the first of the new DMUs is scheduled for the first quarter of 2014, with the remaining trains following soon afterwards.

Mack Brooks Exhibitions Ltd © 2012 60 The Siemens/Sinara Locomotive Joint Venture In May 2010 RZD, Sinara and Siemens announced that they had signed a Memorandum of Understanding to develop and build batches of electric locomotives at the Sinara works in Verkhnyaya Pyshma, near Yekaterinburg. The initial order is for 221 type 2ES10 two-section freight locomotives with asynchronous traction motors and a top speed of 160 km/h. The transformers and control equipment are to be supplied by Siemens. A prototype was to be outshopped by the end of 2010, with series deliveries following between 2011 and 2015. Siemens became involved in a 49/51% joint venture with Sinara in 2009. Over EUR100 million is to be spent at the Sinara works to set up the production line and around 800 new jobs will be created here. At the Siemens works in St Petersburg (where the traction equipment will be manufactured) there will be investment of EUR20 million. See also content for Sinara earlier in this section.

Siemens Desiros for RZD A deal worth EUR410 million for new EMUs for services along the Black Sea coast and up into the Caucasus Mountains for the 2014 Winter Olympics was finally clinched by Siemens in December 2009, the company offering RZD its Desiro RUS model. The initial order was for 38 dual-voltage trains, designed for 160 km/h operation. Known as ‘Lastochkas’ (‘Little Swallows’), they will be used both on the Tuapse to Sochi and Adler coastal line and on the new branch from Adler to Krasnaya Polyana, the first entering service in autumn 2013. There was an option clause worth EUR170 million for 16 more Lastochka trains, to be partially built in Russia at the Sinara (Uralskiye Lokomotivy) works in Vekhnaya Pyshma, Yekaterinburg, under a joint venture known as Train Technologies and with the share of components manufactured within Russia rising from between 30 and 40% to between 80 and 90% by the time the project is completed. This option was formally taken up in September 2010. In June 2011 at the Sixth International Railway Business Forum Strategic Partnership 1520 in Sochi a definitive EUR2 billion contract for 240 five-car 160 km/h trains was signed.

The trains, which will feature asynchronous traction motors, will be built from 2014 onwards, and by 2017 80% of their components will be produced in Russia. Four basic versions will be built. Classes EL ES2L and EL ES3L will be 3 kV DC and 25 kV AC trains respectively, both built for services not longer than 200 km, on routes with high and low platforms. Classes EL ES2M and ES3M will be 3 kV DC and 25 kV AC trains respectively, designed for services between 200 and 700 km in length, again on lines with a mix of high and low platforms at stations. The number of trains of each type built has yet to be announced by RZD.

The first ‘Lastochka’ was outshopped at Krefeld-Uerdingen on 27 January 2012 and moved by canal and sea to Ust-Luga, then by rail to Metallostroy depot, St Petersburg, arriving in early March. First trains are due to enter service between Sochi airport, Adler and Sochi in December 2012. They will also be used in Kazan.

With a grant from RZD, Uralskie Lokomotivy (Sinara) and Siemens are developing a Russian EMU based on the Class ES1L Desiro RUS. The plan is to first develop a 3 kV DC version designated Class ES2G. This will be a five-car train, intended for busy PPK suburban services up to 60 km in length on lines with stations with high platforms. Certain design modifications to the Lastockhka EMUs will be incorporated, together with different on-board technologies. It was hoped to have the design stage completed by April 2012, and the technical and product documentation stages by September 2013. In 2014 it is planned to build a prototype ES2G, which will then be subjected to authorisation testing, with a view to batch production starting up in 2015. At the Uralskie Lokomotivy works space is being created for two ES2G production lines.

Alstom/Transmashholdling Electrics for RZD Alstom has a 25% shareholding in Transmashholding. The two companies have also formed a 50/50 joint venture, TRTrans based at the Novocherkassk works, for product development led by Alstom staff, and in May 2010 RZD placed an order with the companies for 200 Class EP20 dual-voltage (3 kV DC/25 kV AC) Bo-Bo-Bo electric passenger locomotives with asynchronous traction motors and IGBT technology. The EP20 is designed to haul up to 24 coaches at 160 km/h or rakes of 17 at 200 km/h on straight and level track.

On 27 December 2010 Transmashholding subsidiary NEVZ outshopped the prototype Class EP20. Commissioning of EP20-001 started early in 2011, initially on the works’ own test track before later moving onto the RZD network to accumulate the standard 5,000 km required for authorisation. Runs at up to 200 km/h were realised on the Severo-Kavkazskaya doroga near the town of Bataysk, 15 km from Rostov na Donu. Batch production of Class EP20 locomotives was to start in early 2012, with EP20-002 expected to be

Mack Brooks Exhibitions Ltd © 2012 61 completed in early summer. Others will follow during the year, with EP20-012 planned for outshopping at the end of 2012. In 2013 the remaining 24 machines will be built to meet RZD’s target of having 36 EP20s in service in 2013 for the 2014 Winter Olympics. From EP20-037 onwards, the French traction equipment components initially delivered from Alstom’s Tarbes and Belfort works will be manufactured at Novocherkassk by the RailComp joint venture, which from mid-2012 was also to produce traction equipment for Class 2ES5s. The assembly of EP20s will continue at NEVZ until 2020.

On 21 September 2010 at the InnoTrans exhibition, RZD, TMH and Alstom signed a Memorandum of Understanding to develop Class 2ES5 electric freight locomotives. The prototype was completed in June 2011, and at Sochi in June 2011 RZD and Transmashholding signed an agreement under which the latter would construct 200 Class 2ES5s designed by the TRTrans a joint venture. The new machines will be built at the Novocherkassk works. Deliveries are scheduled to run from 2013 to 2020. The contract is worth around EUR1 billion, Alstom’s share being EUR400 million.

In the longer term, the TRTrans engineering centre in Novocherkassk will develop two single-voltage passenger locomotive types, which will be based on the EP20 design: the EP2 (3 kV DC) and the EP3 (25 kV 50 Hz AC), both with a Bo-Bo-Bo axle arrangement. In the much longer term, freight derivatives of the Class EP20 are planned. These will be the Class E2 (3 kV DC) and Class E3 (25 kV), and again both will have a Bo-Bo-Bo axle arrangement. However, the first to appear will be the 3 kV DC freight Class 2ES4, a Bo-Bo+Bo-Bo cousin of the Class 2ES5. A prototype of this should be built in or around 2014.

With a new generation of locomotives being built at NEVZ, possibilities are opening up both within the Russian rail market and for export. TMH is planning to take part in foreign tenders, the first in which NEVZ will be involved. In this instance a design of locomotive based on the Class EP20 is to be offered to VR- Group, the Finnish national operator. For NEVZ it helps that VR already has a fleet of Class Sr1 locomotives built at Novocherkassk. These are renowned for their reliability. If NEVZ wins this contract and other export orders follow, the flow of deliveries to RZD and other Russian operators will not be affected, since the works has an annual design capacity of 600 locomotives or locomotive sections, and at present is only outshopping around 400 per annum.

Siemens/TVZ Sleepers for RZD In July 2009 RZD awarded a consortium formed by Tversky vagonostroitelny zavod (TVZ) and Siemens a contract to build 200 type WLABme sleepers, designed for 200 km/h running and for mounting on both 1,435 and 1,520 mm gauge bogies. Construction of the first bodyshell began in summer 2010 at Siemens’ Wien works. Batch production started in 2011. The techniques used for bodyshell construction are similar to those employed for the ÖBB’s ‘Railjet’ carriages. Of the 200 vehicles on order, 60 are to be completed in Wien.

Double deck carriages from Alstom/Transmashholding In December 2008 RZD chose the Alstom/Transmashholding joint venture to build 1,210 double-deck sleeping cars with high quality accommodation for use on the St Petersburg to Moskva and Sochi corridor. The coaches are to be built in Russia. On 29 December 2010 Tversky vagonostroitelny zavod (TVZ) was awarded a contract by RZD subsidiary FPK for an initial batch of 50 160 km/h double deck coaches for overnight services. All are to be delivered in 2013, and Alstom is involved in the project. It is planned to use the new stock initially on the route from Moskva to Adler during the 2014 Winter Olympics. The coaches will probably be marshalled into three rakes, each with 12 64-berth sleepers, one 30-berth sleeper, one ‘shtabny’, and one dining car. Five of the 64-berth cars will be held in reserve. In 2011-12 three pre-series cars were to be built for testing and certification purposes.

New Double Deck EMUs for RZD On 11 August 2011 TMH announced that it had agreed the terms of reference with RZD for the development of a batch of 160 km/h double deck EMUs. The trains will consist of a Bo-Bo single-cab power car (with passenger accommodation) at each end and between six and 12 intermediate non-powered cars. Rated at 4,000 kW, the power cars will feature asynchronous traction motors, microprocessor control systems and passive safety elements. NEVZ will build the power cars, TVZ the intermediate vehicles. Commissioning, static and dynamic testing, and handing over to RZD will be realised by TVZ. TMH’s strategic partner, Alstom Transport, will be involved in the project, as will a number of other foreign producers. Construction

Mack Brooks Exhibitions Ltd © 2012 62 is expected to start in 2014. The definitive number of trains to be built has yet to be decided, with TMH, RZD and RZD’s new subsidiary operating companies involved in the negotiations.

RZD plans to use the EMUs for daytime services on routes up to around 700 km in length radiating from Moskva to Tver, Yaroslavl, Vladimir, Ryazan, Tula and Kaluga, using lines electrified at 3 kV DC. The trains could well form part of the operator’s strategy to move large numbers of football supporters by rail from one venue to another during the 2018 World Cup.

Gazoturbovoz GT1-001 is the prototype GT1 turbine locomotive, development of which began in December 2006 following the signing of an agreement between RZD and the Scientific Research Institute of Samara. The latter built an NK-361 turbine engine and the power block for the traction section of the locomotive, the design of which was realised by the VNIKTI Institute of Kolomna. The generator was built by the Lysyevensky electro-technical works and the locomotive itself, which has a range of 750 km, was built by the Voronezhsky Teplovozoremontny Zavod. The turbine is rated at a maximum of 8,300 kW, the locomotive has a top speed of 100 km/h and produces a high level of noise (120 dB at 100 km/h). During a test run on 20 December 2010 between Bekovka and Bekasovo (roughly halfway between Moskva and the Belarus border), and two years after hauling a 10,000-tonne train on the Moskovskaya doroga, the locomotive hauled one of 12,000 tonnes. At the VNIIZhT test circuit at Shcherbinka on 23 January 2009 it had previously shifted a trailing load of 15,000 tonnes. In July 2011 the GT1 started hauling freights on the Moskovskaya doroga, covering between 10,000 and 20,000 km in service before transfer to the Sverdlovskaya doroga for further testing until the end of 2011. A final evaluation of all the tests will produce the economical and technical foundation upon which a decision will be made to order a batch of gas-turbine locomotives for use in parts of Siberia.

The Atomic Train In February 2011 RZD and Rosatom announced plans to develop a nuclear powered train. RZD Vice- President Valentin Gapanovich stated that it would be an 11-car train, powered by a small fast-breeder reactor, and its interior would be fitted out as a scientific exhibition complex. However on 3 August 2011 RZD presented an 11-car exhibition train, to be used by leading Russian and foreign companies as a mobile presentation unit. It has three office/residential carriages and eight exhibition cars, and a staff of 15. Its tour was planned to cover 15 of the 16 railway divisions, with 45 stops, making a return trip from Moskva to Sovetskaya Gavan on the Pacific coast. The eighth carriage has an exhibition by Rosatom of a small scale portable nuclear power station. Readers are referred to the following link (Russian) with diagrams: http://www.popmech.ru/article/4168-podkinte-atoma-v-topku-33/

Maglev In June 2011 RZD announced that, in partnership with Siemens and various South Korean companies, it would like to develop a 1,000 km/h maglev train by 2030. Passenger and freight transport is envisaged. Around RUR500 million (EUR12.8 million) are to be invested in the project. To date the maglev speed record is 581 km/h, achieved in Japan in 2003, and only 6 km/h more than the conventional steel wheel on steel rail speed record.

R&D and Testing Facilities

VNIIZhT (ВНИИЖТ – Vserossiysky Nauchno-Issledovatelny Institut Zheleznodorozhnogo Transporta) was founded in April 1918 under a decree established by the new People’s Commissariat of Railways, and was the successor to the Bureau for Steam Locomotive Experiments, founded in 1912 by Professor Yuri Lomonosov. The research institute’s main base is Shcherbinka, a village on the southwest fringe of Moskva, and it was here that the first test circuit was built in 1932, a 6 km ring of railway, the first of its kind anywhere in the world. It was electrified three years later at 3 kV DC, and in 1940 the electrification system was adapted so that it could also be fed with 25 kV AC when required. At a later date 750 V DC was also added to the voltage options for testing metro trains. Various halls and laboratories were built during this period for static testing. The second and third test circuits were built in 1958/9, forming concentric rings within the original one, and form a double-track 5.7 km route. Maximum line speed varies between 70 and 80 km/h, the radii of Mack Brooks Exhibitions Ltd © 2012 63 curves vary from 390 to 1,200 m and the steepest gradient is 1.2%. A climatic tunnel, a long-welded rail testing facility and a hall where the evaluation of electromagnetic currents can take place are among recent projects.

The Shcherbinka test centre is only one of 18 VNIIZhT sites in Russia. There is also another test line, 24 km in length, between Belorechenskaya and Maykop, near the Black Sea, where since 1968 it has been possible to conduct trials at speeds up to 250 km/h. This is in fact a public railway, but service trains are relatively infrequent, and the benign climate (by Russian standards) means that testing is possible for up to ten months each year. VNIIZhT has a workforce of around 2,500, of whom 380 are highly skilled research officers. Information can be found on the following website address, together with details of the Institute’s house magazine, Vestnik (Вестник ): http://www.css-rzd.ru/vestnik-vniizht/en/vniizht.htm

VELNII Founded in 1958, and like NEVZ based in Novocherkassk, this is a Transmashholding subsidiary, the acronym translating as the All-Russia Research & Development Institute of Electric Locomotive Engineering. It is the only research centre in Russia specialising in this field. The establishment has laboratories and on-site testing facilities, and is able to perform testing up to the Russian GOST certification requirements. It has a workforce of 606. Website: http://www.velnii.ru/ ; (English) http://www.tmholding.ru/en/about_us/enterprises/vniie/

7. RUSSIAN METRO NETWORKS

Chelyabinsk Website (Russian only): http://www.chelmetro.ru/site/index/ Map: http://www.chelmetro.ru/site/index/metro/Map/

The project dates from the 1960s, construction beginning in 1993. By February 2010 3.6 km of the planned 6.7 km for the first section of the first line had been bored. The current target is to inaugurate Komsomolskaya Ploshchad to Prospekt Pobedy, with two intermediate stations (5.7 km), and a 1 km branch to the depot, in 2014. An eastern extension to the Chelyabinsk Tractor Factory and a western one (three stations) are envisaged by 2018. No timescale has yet been announced for two more proposed lines, one running from north to southeast, the other from northeast to southwest. Funding comes jointly from central government, Chelyabinsk Oblast and the city council – around USD40 million annually. The structure of the first station, Komsomolskaya ploshchad, was completed in November 2011.

Kazan Tatarstan Republic, 420049 Kazan, ul. Esperanto 8 Tel: +7 843 533 70 02 Fax: +7 843 277 10 50 Website (Russian only): http://www.kazanmetro.ru/ Useful English website: http://k-metro.ruz.net/english/news.html Map: http://www.chelmetro.ru/site/index/metro/Map/

Kazan’s population topped one million in 1979, the benchmark above which the Soviet government would permit metro construction, and project development began in 1983. The central section from Kremlyovskaya to Gorki was inaugurated in August 2005, followed by Gorki to Prospekt Pobedy in December 2008, and Kremlyovskaya to Zarechye in August 2010. Track gauge is 1,524 mm. The 8.6 km section of line from Kremlyovskaya to Prospekt Pobedy has four intermediate stations. The operator is MetroElektroTrans. Services, between 06.00 and 23.00, are provided by Vagonmash/Skoda-built Class 81-553.3/554.3 ‘Kazan’ EMUs, the line is semi-automated (supervisors, but no drivers on the trains), and the depot and works is situated at Daurskoye.

The contract for the second batch of trains, three three-car EMUs, was awarded to Metrovagonmash of Mytischi. These are Class 81-740.4/81-741.4 ‘Rusich’ units, featuring a microprocessor control system, a diagnostics system covering all items of equipment, with in-cab displays, and an automatic Igla-M5L fire detection and extinguishing system. These were delivered in early 2011. On 26 January 2012 Merowagonmash announced that in March it would be delivering three more three-car Class 740 EMUs to Kazan metro. On 30 December 2010 Kozia Sloboda station and the section of line from Prospekt Pobedy was inaugurated, offering an interchange with six trolleybus, four tram and 21 bus routes. For 2013 a three- station extension from Kozia Sloboda to Aviastroitelnaya is envisaged, and thence by three stations to Zavodskaya in 2018 or later. By the 2030s a five-line network including a circular route is planned.

Krasnoyarsk Map: http://en.wikipedia.org/wiki/File:Krasnoyarsk_Metro_English.png

Krasnoyarsk is Siberia’s third largest city after Novosibirsk and Omsk, with a population of 930,000. Construction of the first metro line began in 1995, initially with municipal funding but from 2005 with financial assistance from the federal government. The first 5.2 km section, from Vokzalnaya to Vysotnaya, with one intermediate station, was initially scheduled for inauguration in 2002, though 2012 is now more likely. Construction is also in progress east from Vokzalnaya to Prospekt Mira. It is planned to extend northeast from the latter station to Korkino, and northwest from Vysotnaya to Bugach. In the longer term a

Mack Brooks Exhibitions Ltd © 2012 65 ‘Y’-shaped second line, running from northwest and northeast to south, with an interchange at Ploshchad Revolyutsii with line 1, is planned, as is a third line, running from northwest to southeast, to the east of the city centre.

Moskva 129110 Moskva, Prospekt Mira 41, building 2 Tel: +7 495 688 02 93 E-mail: [email protected] Website: http://engl.mosmetro.ru/ Maps: http://ru.wikipedia.org/wiki/ Файл :Mosmetro2010.png http://engl.mosmetro.ru/flash/scheme01.html

The first projects for a metro system date from prior to the First World War. The go-ahead for construction was given in June 1931 and work began under Lazar Kaganovich’s General Plan for the capital, with advice provided by London Underground. The first 11 km, from Sokolniki to Park Kultury with a branch from ul. Okhotny to Smolenskaya and with 13 stations, was inaugurated in May 1935. By early 2012 the 1,520 mm gauge network had expanded to 12 lines, 185 stations and 305.5 route-km. Average daily patronage in December 2011 was 3.6% higher than in December 2010, with 22 December being the busiest day when 9.27 million journeys were recorded. The operator is state-controlled Moskovsky Metropoliten. According to plans announced in mid-January 2012 98 km of new line are to be built by 2021. The 2016 goal is 75 km of new lines, 36 new stations and several new depots. Expansion plans up to 2016 may be summarised as follows:

Date Line Line Number Activity October 2012 Kalininskaya 8 Novokosino station inaugurated November 2012 Zamoskvoretskaya 2 Alma-Atinskaya station inaugurated December 2012 Arbatsko-Pokrovskaya 3 Pyatnitskoe Shosse station inaugurated 2013 Kalininsko-Solntsevskaya 8 Delovoy Tsentr to Park Pobedy inaugurated 2013 Butovskaya L1 Bitsevsky Park and Lesoparkovaya stations inaugurated 2013 Tagansko-Krasnopresnenskaya 7 Lermontovsky Prospekt and Zhulebino stations inaugurated 2014 Liublinsko-Dmitrovskaya 10 Butyrskaya, Fonvizinskaya, Petrovsko-Razumovskaya, Okruzhnaya, Verkhnie Likhobory and Seligerskaya stations inaugurated 2014 Kalininsko-Solntsevskaya New Lomonosovsky Prospekt and Ramenki stations inaugurated 2014 Second circular line New Nizhnyaya Maslovka, Petrovsky Park, Khodynskoe Pole, and Khoroshevskaya stations inaugurated 2015 Soko'lnicheskaya line 1 Troparevo and Rumyantsevo stations inaugurated 2015 Tagansko-Krasnopresnenskaya 7 Kotel'niki station inaugurated 2015 Kozhukhovskaya New Aviamotornaya, Nizhegorodskaya Ulitsa, Stakhanovskaya, Okskaya Ulitsa, Ferganskaya, Kosino, Saltykovskaya Ulitsa, Kosino- Ukhtomskaya and Lyuberetskie Polya stations inaugurated

Planning in progress since 2009 now favours construction of a 102 km orbital route, to be built as a public- private partnership with the involvement of a prominent ‘European manufacturer’. Phase 1 of this line will serve the fast-expanding suburbs of Ramenskoye, Domodedovo, Shcherbinka, Butovo, Sointsevo and Skolkovo, as well as Domodedovo and Vnukovo airports. Phase 2 will involve construction of a 27 km radial line from Domodedovo airport to Lines 2 or 10 and the rest of the urban metro network, at either Krasnogvardeyskaya or Zyabilkovo, while Phase 2a will result in a 13 km loop line parallel to Line 1, serving Podolsk. Under Phase 3 a further 47 km of the orbital line will be built to Lytkarino and Lybertsy, with another radial link to the existing metro network at Zhulebimo. Under Phase 4 a 25 km branch would be built to the Barybino district, southwest of Domodedovo.

Moskva Monorail Website: http://engl.mosmetro.ru/

Russia has a long monorail history. The first was built by Ivan Elmanov in the village of Myachkovo, near Moskva, with horses drawing railway carriages guided by a horizontal beam. One year later Henry Palmer patented his monorail design in Britain. Developments continued through the 19th century and in 1904 a project for Moskva to St Petersburg and Nizhny Novgorod monorails, with trains running at 200 km/h, was developed by the engineers Romanov and Koshkin. The Ministry for Roads sanctioned the schemes, but no finance was forthcoming. In the end, apart from a short line with air propeller-driven trains in Gorky Park (inaugurated in October 1933), only one commercial monorail has yet been built, in Moskva.

Planning began in 1998, with finance from the municipal budget, and the 4.7 km, six-station line, linking Timiryazevskaya metro station with ul. Sergeya Eisensteina, was inaugurated in November 2004. The operator is Moskva Metropoliten. Maximum line speed is 60 km/h. Used by around 12,000 passengers daily, the trains were built by the Swiss firm Intamin, which is best known for building roller coasters and thrill rides for amusement parks.

Nizhny Novgorod No contact given on metro website – see tramway operator in Nizhny Novgorod (Section 9 ) for contact. Website: http://www.transp.nnov.ru/metropolitan (Russian only) Website (English, with map): http://www.nizhnynovgorod.com/transportation/city_transport/public_transport/metro/

In the mid-1970s the population of the city then known as Gorky exceeded one million, the Soviet threshold for financing a metro system, and work on the two-line network began in December 1977, with inauguration of the first 7.8 km, between Moskovskaya and Proletarskaya, in November 1985. The goal by the late 1990s, a 25 km, 20-station system, was unreachable due to the collapse of the Russian economy and consequent spending cuts. Nizhny Novgorod is situated at the confluence of the Oka and Volga, and while the metro serves the industrial part of the city on the left bank of the Oka, it does not link it with the historical, administrative and educational centre on the right bank. Work on a combined road and metro bridge spanning the Oka began in 2001; it was completed in late 2009 and extension of the metro from Moskovskaya to Gorkovskaya was planned for late 2010.

The 13-station system as it stands today was completed in September 2002, and although there are two lines – Moskovskaya to Park Kultury (12.4 km) and Moskovskaya to Burevestnik (3.9 km), they are effectively operated as one, trains reversing at Moskovskaya. Services, operating between 05.30 and 24.00, are provided by four-car Class 81-717/714 EMUs (80 cars in total), maintained at Proletarskoye depot. Daily patronage is around 150,000.

Novosibirsk 630099 Novosibirsk, Serebrennikovskaia 34. Tel: +7 383 238 81 10 Fax: +7 383 346 56 82 Website: http://www.nsk-metro.ru/ (Russian only) Maps: http://ru.wikipedia.org/wiki/ Файл :Novosibirsk_metro.svg http://ru.wikipedia.org/wiki/ Файл :NskMetro_2000_Inc.gif (projects)

With a population of 1.4 million, this is Russia’s third largest city. Planning for a metro network began in the late 1960s, with construction starting in May 1979. The first section of Line 1 was inaugurated in January 1986. By mid-2010 Line 1 (Leninskaya) was 10.5 km long, with eight stations, while Line 2 (Dzerzhinskaya) was 3.8 km long, with four stations. Services are provided by 20 four-car Class 81-717/81-714 EMUs, and average daily patronage in 2008 was 25,600. Long-term projects exist to extend Line 1 north from Zayeltscovskaya to Aviatsionnaya (after 2021) and west from Ploshchad Marksa to Yuzhnaya (2019), and Line 2 east from Zolotaya Niva to Volochayevskaya (2015). The original goal was a 62 km, four-line network.

Omsk Website: http://omskgortrans.info/ (Russian only) Map: http://en.wikipedia.org/wiki/File:Omsk_Metro_English.png

Although central government pronounced Omsk eligible for a metro in the 1960s, and the project was approved and financed, the planners decided instead to build an express tramway, and the money for the metro was diverted to Chelyabinsk. The express tramway was in turn rejected, in 1986 the metro project was revived and work began in 1992, subsequently being hit by the economic crisis and financial difficulties. The first section of line, 6.1 km long with four stations, linking Biblioteka Imeni Pushkina in the east with Sobornaya in the west, across the Irtysh river by a combined road/rail bridge (the upper deck, for road traffic, has been in use since 2005), is scheduled for inauguration in 2016. Daily patronage is projected at 190,000. By 2016 it is hoped that an extension from Biblioteka Imeni Pushkina to Rabochaya will be completed as well, bringing line length up to 13.6 km and the number of stations to 11. A four-station western extension from Sobornaya is also proposed. A second line, with 20 stations, is planned for the right bank of the Irtysh, but construction will not start until after 2015.

Rostov-na-Donu Plans for a metro in Rostov date from the 1970s and 1980s, and in 1991 a map was published showing a 14 km, ten-station line running along the north bank of the Don and serving the city’s airport. In November 2007 the project was revived and the Ministry for Transport asked the city council to redraft it. A feasibility study was announced and in September the following year a metro construction commission was formed. It had been hoped to have a costed project ready in 2011 in order to apply for central government funding.

St Petersburg 190013 St Petersburg, Moskovskij Prospekt, 28 E-mail: [email protected] Website: http://www.metro.spb.ru/ (Russian only) Map: http://www.metro.spb.ru/1876.html

The first proposal for a St Petersburg metro appeared in 1899 and foresaw a system of elevated lines. Following the October Revolution and Civil War, Moskva became the capital and the scheme was abandoned, being revived in the late 1930s as a reflection of a success of the new metro line there. Both in Moskva and in St Petersburg the geology is complex, with subterranean streams and cavities making tunnel boring both difficult and costly. Although work began in 1940 on a metro line which would link all the railway termini in St Petersburg, it was not inaugurated until November 1955 on account of the Second World War and its aftermath.

The 1,520 mm gauge system now has five lines, totalling 112.5 km, and 63 stations, and is used by around 2.3 million passengers daily. The operator is Peterburgsky Metropoliten. There are five depots and rolling stock consists of 1,403 vehicles formed into 188 trains. Most are Class 81-717/714, with some older Class E and Em trains still in service on Line 1 (Kirovsko-Vyborgskaya), while Line 5, the first section of which was inaugurated in December 2008, has more recent Class 81-540/541 trains. Over the period up to 2020 it is planned to build 71 km of new lines, 41 new stations and five new depots. Whereas on most Russian metro networks built during the Soviet era only the sections under the city centres are deep-level (both to avoid street-level disruption during construction and to serve as nuclear shelters (many stations have blast doors and air filters), in St Petersburg 56 of the 63 stations are deep level, because of the complicated geology. The

Mack Brooks Exhibitions Ltd © 2012 68 deepest station is Admiralteyskaya, 105 m below street level, and hence well below sea level, too. The station architecture and artwork is noteworthy, even more so than on the Moskva metro network.

Samara 443079 Samara, ul. Gagarina 11A Tel: +7 846 336 19 01 Fax: +7 846 336 14 27 E-mail: [email protected] Website: http://www.samaratrans.info/metro/index.php (mainly in Russian) Map: http://en.wikipedia.org/wiki/File:Map_en.gif

In the late 1970s the population of Kuybyshev topped one million, making the city eligible for a metro under Soviet legislation. Construction began in 1980 and the first 4.5 km, four-station stretch of line was inaugurated in December 1987, proving immensely popular. Work continued on the next three-station, 4.5 section of line, this being inaugurated station-by-station between December 1992 and December 1993 as the economy started to disintegrate. There was then a hiatus, but further short sections were opened in 2002 and 2007, bringing line length up to 11.4 km, with nine stations. A three-station western extension from Rossiskaya to Teatralnaya is planned, together with a one-station extension from Kirovskaya to Krylya Sovetov (replacing the original Kirovskaya to Yungorodok section). A two-station second line, from Moskovskaya to Avrora is also proposed. Services are operated using a fleet of 11 four-car Class 81-717/714 trains based at Kirovskoye depot. The operator is Samarsky Metropoliten, privatised in the early 1990s, and fully responsible for management, operation, maintenance and planning future developments.

Ufa In 1956 Ufa had a population of 265,000, but grew rapidly in subsequent years on account of the oil industry, merging with its northern neighbour, Chernikovsk, and now extending 40 km from north to south and 15 km from east to west. The population is now around 1.1 million. A metro project was developed during the late 1980s, and in May 1996 there was a ceremony to mark the start of construction. Two years later, 2007 was announced as inauguration year, though in 2004 this was postponed to 2010, and in 2005 the city authorities abandoned the scheme, since 80% of construction costs would have to be covered from the local budget. The 9.1 km, six-station Line 1 would have run from Permovayaskaya in the north to Sportivnaya in the south, and a southern extension, with four more stations, to Teatralnaya, was also planned, together with two more lines. The city council is now considering a surface express tramway network alternative, with a view to completion in 2025.

Yekaterinburg For a possible safe contact address see tramway network page. Map: http://en.wikipedia.org/wiki/File:Eburg_metro.jpg

Plans for a metro network for the city then known as Sverdlovsk evolved during the late 1970s and construction began in 1982. Inauguration of the three-station section between Prospekt Kosmonavtov in the north and Mashinostroiteley in the southwest took place in April 1991, with subsequent southwestern extensions in 1992, 1994 and 2002. Line length is now 8.6 km, with seven stations, and the 14 four-car trains are based at Kalinovskoye depot. Yekaterinburg now has a population of 1.4 million and annual patronage of the metro is around 42.8 million. A further 4.2 km, three-station southwestern extension, from Geologicheskaya to Botanicheskaya, was inaugurated on 28 November 2011. Two more lines are planned for the long-term future, forming a triangle under the city centre.

8. RUSSIAN METRO TRAIN BUILDERS

Metrovagonmash 141009, Moskva oblast, Mytishchi, ul. Kolonsova, 4 Tel: +7 495 582 57 20, +7 495 581 12 56 (foreign relations department) Fax: +7 495 581 53 66 E-mail: info@metrowagonmash.ru Website: http://www.tmholding.ru/en/about_us/enterprises/metrovagonmash/

The company was founded in 1897 as the Moskva Carriage Works, and established its factory in Mytishchi, now an outer suburb of Moskva, situated to the northeast of the capital just beyond the motorway ring road. In 1903 the works diversified into tram construction, while shortly before the First World War it began building military vehicles and gun carriages. In 1929 the first Russian EMUs were built here, and in May 1933 the first order was received for metro trains, for the Moskva network. By January 1935 40 vehicles had been outshopped. Four years later the factory started building trams for the Moskva network. The outbreak of war prompted a switch to production of military equipment, including road vehicles and, on account of the growing frequency of air raids, in October 1941 it was decided to move some of the equipment and workforce to a safe location in the Urals. The construction of metro trains was resumed in 1946, and the same year production of dumper trucks – for both civil and military clients – began, the first model being the ZIS-05. Construction of tracked military vehicles continued and evolved. By the early 1970s metro trains were being built for export – Praha and Budapest, followed some years later by Sofia and Warszawa, and experimental vehicles with aluminium alloy bodyshells had been constructed. The early 1980s saw the first type 81-717 and 81-714 metro train vehicles being built. Privatisation, with the creation of the Metrovagonmash joint stock company, took place on 20 April 1992. In 1999 the company diversified into building DMUs, and in 2002 it became part of Transmashholding, whose principal shareholders were then HC Kuzbassrazrezugol and TransGroup AC, and whose sole shareholder is now the Dutch concern Breakers Investments.

Vagonmash 196084 St Petersburg, ul. 115 Moskovsky Prospekt Tel: +7 812 388-35 23 Fax: +7 812 388 83 78 E-mail: [email protected] Website: www.vagonmash.ru

A useful company presentation in English can be downloaded in pdf format from: http://www.rustrade.in/Downloads/Proposals/2009-08-30_vagonmash.pdf

Vagonmash was founded in 1874 as a metal components works, mail boxes for installation on railway carriages featuring among its products. In 1897-98 the complex was restructured for the manufacture of carriages. In 1911 the company merged with several others to create Prodvagon. In 1968 the works outshopped its first metro train for the Leningrad network, and since then has built more than 4,000 vehicles for metros both in Russia and abroad, though its main client has always been its home city’s metro network.

Product range : • The 81-556/81-557 (81-558) NeVa metro train is the fruit of Vagonmash working together with Skoda under an agreement signed in November 2007. Three types of car were developed, a powered end car, a powered intermediate car, and a non-powered intermediate car, suitable for forming into six-car trains. The aluminium laminated bodyshell construction results in an overall weight reduction of 37 tonnes for a six-car train, compared with earlier types, while the Skoda traction package incorporating regenerative braking enables power consumption to be reduced by up to 30%. The first

Mack Brooks Exhibitions Ltd © 2012 70 NeVa end cars were presented to the media on 14 January 2011, prior to the train being sent for testing on the St Petersburg metro network. In addition to offering the NeVa to metro operators in Russia, Vagonmash intends to make it available for export to CIS countries, eastern Europe and Latin America. See: http://www.vagonmash.ru/en_products-2-4.htm • The standard Vagonmash metro trains at present are the 81-540/541 and 81-717/714, vehicles for which can be formed into rakes of up to eight cars. They feature AC traction motors. See: http://www.vagonmash.ru/en_products-2-1.htm • A more recent development is the 81-553/554/555 metro train with asynchronous traction motors and regenerative braking. Rakes of up to eight vehicles can be formed. This might be regarded as the forerunner of the NeVa, since unlike the latter it has ribbed bodyshell sides. See: http://www.vagonmash.ru/en_products-2-2.htm

OEVRZ (Oktyabrsky Elektrovagonoremontny zavod) (For main addresses, see section on Trasmashholding) Tel: +7 812 449 63 22 Fax: +7 812 449 84 93

This Transmashholding subsidiary, based in St, Petersburg, specialises in EMU and passenger stock repair and modernisation, and in the repair and manufacture of wheelsets. It has a workforce of 925. On 15 February 2012 it announced that St Petersburg Metro had awarded it a contract for 102 Class 81-717/714 metro cars – 24 to be built in 2012 and the remainder in 2013-14. These cars will be formed into 17 six-car trains.

9. TRAMWAY NETWORKS IN RUSSIA

Entries are arranged alphabetically by city name. For each entry an attempt has been made to provide data on operator name, address, management, workforce, links for website and contact details, a link to a network map, a link to a fleet list that is regularly checked and updated, and finally a summary of network characteristics, including a brief history and, where appropriate, an outline of future projects.

Many early Russian tramway systems (pre-Revolution era) were built by Belgian companies, and were metre gauge. During the early Soviet era practically all were rebuilt to 1,524 mm gauge, the same as that used for the national rail network. A notable exception is Kaliningrad, which as Königsberg was the capital of Ost- Preussen until 1945. Although a number of systems date from the inter-war period, the ‘golden age’ of the Russian tramway came during the 1950s and 1960s. Many networks are thus comparatively young, and expansion often continued into the 1980s.

The collapse of the USSR was followed by an economic and fiscal crisis of considerable magnitude. Hitherto public transport had been regarded as a social need, and was duly provided for. Over the past two decades cities have been confronted with rising car ownership, increasing road congestion, and a need to address the question of how best public transport should be financed and subsidised in the future. In some respects, the Russian tramway networks are facing the same crisis that those in Europe faced nearly half a century earlier. Most have run-down infrastructure and run-down tram fleets, though these vehicles are of no great age. Many lines, especially the older ones, still share thoroughfares with other road-based traffic. Moreover, the municipal authorities are now being additionally asked to financially subsidise loss-making RZD PPK suburban services (see Section 5).There are two key differences between the situation in 2010 in Russia and that in the 1950s in Western Europe. Liquid hydrocarbons will soon become a very costly commodity when Peak Oil is reached. And public awareness of the negative effects of urban congestion and urban pollution is considerably greater. The tramway could still play a vital role in many Russian cities – but is the necessary finance available to support and develop it?

Recommended websites

Some tram operators have websites – for the most part in Russian only and the number is increasing. Should a link appear defunct, or if there is no company website, the best option for establishing a contact with the operator is via the official municipal website (relatively few are in English), since most networks are still run by the local authorities. It should be borne in mind that the operators of many of the smaller systems probably do not even consider there to be a need for them to develop a website. The information content in the Russian Wikipedia pages on tramway networks ranges from sparse to copious. The following link will serve as an introduction: http://ru.wikipedia.org/wiki/ Список _городских _трамвайных _систем _России

The links to pages on individual networks appear on the right of the table.

For cartography, tram fleets and links to operators’ websites, this extremely comprehensive website exists in various languages and is still evolving: http://transphoto.ru/ The website also contains a wealth of information on tram types (‘models’; is the literal Russian translation), and a listing of all these, by manufacturer, is available on: http://transphoto.ru/models/tram/

Publications (in Russian) on urban transport are listed under the following link: http://transport.novocherkassk.net/links.php

Mack Brooks Exhibitions Ltd © 2012 72 Achinsk Operator : Municipalnoe Unitarnoe Predpriyatie "Achinskiy Gorodskoy Elektricheskiy Transport" Krasnoyarskiy kray, g. Achinsk, ul. Kravchenko, d. 31 Tel: +7 39151 72 21 50 Fax: +7 39151 76 69 60

Ownership : Municipal enterprise Manager : Raykov Sergey Petrovich Workforce : 267 Website : Municipal website: http://adm-achinsk.ru/index.php?english=da (English version) Map : http://transphoto.ru/photo/131345/ Tramway network : Two lines, 39 km, 28 stops, 1,524 mm gauge, 600 V DC overhead. Fleet : 50 trams: 46 71-605, 4 KTM-5 71-605A. For updated fleet lists see: http://transphoto.ru/list.php?t=1&cid=284

Inaugurated in April 1967, originally three lines, the very short third one closed in 2001/2, linking modern residential areas with the industrial zone, including a huge peat-processing factory and an aluminium smelter, which is where the tramway depot is situated. The industrial situation in Achinsk is fairly stable, and the network carries around 11.9 million passengers annually.

Angarsk Operator : Municipalnoe Unitarnoe Predpriyatie Goroda Angarska "Angarskiy Tramvay" Irkutskaya obl., g. Angarsk, ul. Kirova, d. 45 Tel: +7 3951 52 28 85 Email: [email protected]

Ownership : Municipal enterprise Manager : Oleg Abdukadyrov Workforce : 639 Website : Municipal website: http://www.angarsk-goradm.ru/ Map : http://transphoto.ru/photo/287765/ Tramway network : Eight lines, 39.2 km, 1,524 mm gauge, 600 V DC overhead. Fleet : 84 trams: 44 71-605, 16 71-608K, 16 71-605A, 5 71-619K, 2 71-610KT, 1 71-608KM. For updated fleet lists see: http://transphoto.ru/list.php?t=1&cid=120

Inaugurated November 1953, 12-line network reduced to eight lines in recent years. New trams are being acquired from the Ust-Katav works, the latest in mid-August 2010. The city’s master plan of 2008 proposed a new tramway from the city centre to the RZD station, and an express tramway from Angarsk to Irkutsk, with network length increasing to 47.3 km in 2015 and 59.1 km in 2025.

Barnaul Operator : Municipalnoe Unitarnoe Predpriyatie "Gorelektrotrans" G. Barnaula Altayskiy kray, g. Barnaul, ul. Gridasova, d. 5 Tel: +7 3852 56 99 66

Ownership : Municipal enterprise Manager : Alexander G. Semykin Website : http://www.barnget.ru/ Map : http://www.barnget.ru/article/read/Shema_tramvajnyh_marshrutov_g__Barnaula.html http://transphoto.ru/photo/288584/ Tramway network : 11 lines, 123 km, 222 stops, 1,524 mm gauge, 600 V DC overhead. Fleet : 265 trams: 156 Tatra T3SU, 99 Tatra T6B5, 2 Tatra T3SU 2-door, 4 Tatra TB4D KWR, 2 Tatra T3SU, 1 LVS-2005 71-152, 1 Tatra B3DM KWR. For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=107

Inaugurated November 1948. Together, the tram and trolleybus networks carry around 227,000 passengers per day.

Mack Brooks Exhibitions Ltd © 2012 73 Biysk Operator : Municipalnoe Unitarnoe Predpriyatie Goroda Biyska "Tramvaynoe Upravlenie" Altayskiy kray, 659315 Biysk, ul. Vasileva, d. 81 Tel: +7 3854 44 34 05 Fax: +7 3854 44 34 22

Ownership : Municipal enterprise Manager : Drozdev Stanislav Ivanovich Workforce : 827 Website : http://www.trambiysk.ru/ Map : http://ru.wikipedia.org/wiki/ Файл :Tram-biysk.gif http://transphoto.ru/photo/256477/ Tramway network : 12 lines, 71 km, 1,524 mm gauge, 600 V DC overhead. Fleet : 101 trams: 76 71-605, 8 71-605A, 6 71-608KM, 4 Tatra TB4D KWR, 4 710608K, 1 Tatra B3D, 1 71- 619KT, 1 Tatra TB4D For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=226

Inaugurated 13 June 1960, carried 21.2 million passengers in 2006. The 2009 urban development plan envisages retaining all existing routes and building a new line through the city’s green belt.

Chelyabinsk Operator : Municipalnoe Unitarnoe Predpriyatie "Chelyabgortrans" Chelyabinskaya oblast, g. Chelyabinsk, ul. Kishtimskaya, d. 30 Tel: +7 351 63 77 52 Fax: +7 351 63 77 52

Ownership : Municipal enterprise Manager : Shuplecov Boris Anatolevich Workforce : 5,385 Website : http://www.cheltram.ru/ Map : http://www.cheltram.ru/shema/ http://transphoto.ru/photo/267588/ Tramway network : 16 lines, 79.4 km, 1,524 mm gauge, 600 V DC Fleet : 296 trams: 82 ZiU-682F, 50 ZiU-682V-012, 46 LiAZ-5280, 40 ZiU-682G-012, 20 ZiU 682V, 18 ZiU- 682G-016.02, 11 ZiU-68G-016, 7 ZiU-682V, 4 Ziu-682G-017, 3 ZiU-682G10, 3 ZiU-682G*, 2 ZiU-683B, 2 BTZ-5276-01, 2 BTZ 5201-03, one each of BTZ-52011, ZiU-683V, BTZ_5201-01, TrolZA-5264.01, ZiU- 682G-013, ZiU-682G-014, one 71-631 delivered summer 2011. For updated fleet list see: http://transphoto.ru/list.php?t=2&cid=54

Inaugurated January 1932, in 1970 merged with Kopeysk interurban network (inaugurated 5 November 1949, 14.67 km), which then closed in February 1976.

Cheryomushki Operator : Sayano-Shushenskaya Gidroenergoremont (SSHGES) 655619, Republic of Khakassia, Sayanogorsk, Cheryomushki, P / O 39 Tel and Fax: +7 39042 3 26 05 E-mail: [email protected] Website: http://www.sshges.rushydro.ru/

Map : http://transphoto.ru/articles/753/ Trams : Six bi-directional type 71-88G (similar to type LM-68M) built in St Petersburg specifically for this 5.9 km 1,524 mm gauge line. For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=285

Inaugurated May 1991, linking Cheryomushki railway station with the local HEP station, mainly conveying workers to and from the latter, and is not only the shortest tramway in Russia but also the only one where passengers travel free. Built on the trackbed of the temporary railway used for construction of the HEP complex and dam, the largest in Russia, which hit the headlines on 17 August 2009 when 75 workers were

Cherepovec Operator : Municipalnoe Unitarnoe Predpriyatie Goroda Cherepovca "Elektrotrans" Vologodskaya oblast, g. Cherepovec, ul. Kravchenko, d. 2 Tel: +7 8202 57 40 59

Ownership : Municipal enterprise Manager : Shabashov Aleksandr Modestovich Workforce : 337 Website : Official municipal website, Russian only: http://www.cherinfo.ru/ Map : http://ru.wikipedia.org/wiki/ Файл :CherTramNow.gif http://transphoto.ru/photo/252490/ Tramway network : Three lines, 13.9 km, 1,524 mm gauge, 600 V DC Fleet : 53 trams: 34 71-605, 9 71-605A, 6 71-608K, 4 71-608. For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=173

Inaugurated October 1956, and run by the local steelworks (SeverStal) until 1998. Although there have been recent proposals for extension of the network, to serve the Zasheksninsky district of the city, the attitude of the municipal council is not positive.

Dzerjinsk Operator : Municipalnoe Unitarnoe Predpriyatie "Ekspress" G. Dzerjinsk Nijegorodskaya oblast, Nijegorodskaya obl., g. Dzerjinsk, ul. Lenina, d. 85 A Tel: +7 8313 25 41 24, + 7 8313 33 28 75

Ownership : Municipal enterprise Manager : Medvedev Aleksandr Afanasevich Workforce : 1,053 Websites : Municipal offices: http://www.dzr.nnov.ru/ Chamber of Commerce: http://www.dztpp.r52.ru/en/ Map : http://transphoto.ru/photo/260651/ Tramway network : Three lines, 43.2 km, 1,524 mm gauge, 600 V DC. Fleet : 42 trams: 20 71-605, 19 71-605A, 3 71-608K. For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=30

Inaugurated November 1933. Of the six lines which evolved, three were closed between 2006 and 2009. Further closures have been proposed and the tram fleet has been significantly reduced in size.

Irkutsk Operator : Municipalnoe Unitarnoe Predpriyatie "Irkutskgorelektrotrans" G. Irkutska 664023, Irkutskaya Oblast, g. Irkutsk, ul. Piskunova, d. 128 Tel: +7 3952 24 58 90

Ownership : Municipal enterprise Director : Andryey Makovetsky Filipovich Workforce : 702 (tram and trolleybus operations) Website : Official municipal website: http://www1.irkutsk.ru/ Map : http://ru.wikipedia.org/wiki/ Файл :Schema_tramvay_irkutsk.png http://transphoto.ru/photo/158463/ Tramway network : Five lines, 23.4 km, 1,524 mm gauge, 600 V DC. Fleet : 81 trams: 59 71-605, 13 71-605A, 8 71-619KT, 1 71-608K For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=94

Mack Brooks Exhibitions Ltd © 2012 75 Inaugurated August 1947. The network survives intact but by January 2009 49 of the trams required major repairs (37 required for weekday services). There were 22 million passengers in 2009. The city’s 2006 development plan envisaged two new lines from the main railway station to the Leninsky district and the university. An express tramway from Angarsk to the new Irkutsk airport has also been proposed.

Izhevsk Operator : Municipalnoe Unitarnoe Predpriyatie “IzhGorElektroTrans” 426057, Izhevsk, ul. Mayakovskogo, 7 Tel: + 7 3412 68 21 50 E-mail: [email protected]

Ownership : Municipal enterprise Website : http://transphoto.ru/city/139/ Map : http://ru.wikipedia.org/wiki/ Файл :Схема _трамвайных _маршрутов _города _Ижевска .jpg http://transphoto.ru/articles/369/ Tramway network : 11 lines, 37.8 km, 1,524 mm, 600 V DC Fleet : 225 trams: 83 Tatra T3SU, 77 Tatra T3SU 2-door, 45 Tatra T6B5, 11 Tatra T3SU Izhevsk version, 4 Tatra T3RF, 2 Tatra T3R, one each of 71-619KT-01, 71-402, Tatra T3R.P. For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=139

Inaugurated November 1935. At present the situation is stable, with modest investment in infrastructure and tram modernisation, and occasional purchases of new vehicles. No plans for expansion.

Kaliningrad (Königsberg) Operator : Municipalnoe Kazennoe Predpriyatie "Tramvayno-Trolleybusnoe Predpriyatie" Kaliningrad 236039, ul. Kievskaya, 17 Tel: +7 4012 60 52 22 Fax: +7 4012 64 15 72 E-mail: [email protected]

Ownership : Municipal enterprise Director : Anatoly E Amanita Workforce : 1,084 Website : http://www.kaliningrad-gortrans.ru/index.html Map : http://transphoto.ru/photo/167337/ http://transphoto.ru/photo/72733/ Tramway network : Three routes, 51.5 km, 1,000 mm, Fleet : 50 trams: 30 Tatra KT4D, 11 Tatra KT4SU, 8 Tatra T4D, 1 Duewag GT6. For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=79

Inaugurated 1881 with horse traction and 1,435 mm gauge, first line electrified May 1895, last in October 1901 (the oldest tramway network in present-day Russia). The whole system was re-gauged to 1,000 mm during electrification. Maximum extension reached was 102.8 km, with 15 routes and 209 trams, in 1938. Line closures began in 2007 and continued until January 2010, with only Lines 1, 5 and 8 remaining. One of the problems is the non-standard track gauge and the limited permitted vehicle width of 2,200 mm, compared with 2,500 mm in other Russian cities (apparently the only city in Germany where the width of trams is restricted to 2,200 mm is Duisburg).

Kazan Operator : Municipalnoe Unitarnoe Predpriyatie "Metroelektrotrans" G. Kazan Republic of Tatarstan 420049, g. Kazan, ul. Esperanto, d. 8 Tel.: +7 843 533 70 02 Fax: +7 843 277 10 50 E-mail: [email protected]

Ownership : Municipal enterprise Chief executive officer : Galyavov Asfan Galyamovich Website : http://www.kazanmetro.ru

Mack Brooks Exhibitions Ltd © 2012 76 http://kazantransport.by.ru/ Map : http://transphoto.ru/photo/287412/ Tramway network : Six lines, 75.3 km, 1,524 mm, 550 V DC. Fleet : 122 trams: 46 71-608KM, 20 71-134A, 15 71-605A, 12 71-134K, 10 71-402, 7 71-605, 6 71-132, 4 71-619K, one each of 71-619K-01, 71-619KT. Around 88 trams required for peak hour operations. For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=85

Inaugurated 20 November 1899. Various line closures took place in 2005 and 2008, some of these soon after infrastructure upgrades. Between 2007 and 2009 14.6 km of tram route were rebuilt, with 9.2 km of street running eliminated. However, new sections of line are also being built, with an extension to the Solar City and Boriskovo in 2015. A non-stop service is now offered between Kazan RZD station and Boriskovo. Development of an express tramway forming a circular route, the Great Ring of Kazan, is planned for 2013.

Kemerovo Operator : Public Limited Company "Kemerovskaya Elektrotransportnaya Kompaniya" 50992 Kemerovskaya oblast, g. Kemerovo, prosp. Sovetskiy, d. 1 Tel/Fax: +8 3842 75 48 98, +8 3842 75 77 05

Ownership : Public limited company Chief executive officer : Shvecov Evgeniy Aleksandrovich Website : http://www.ketk.ru/ Tramway network : Five lines, 44.4 km, 1,524 mm, 600 V DC Fleet : 87 trams - 36 71-619KT, 30 71-605 7 71-608KM 6 71-134A, 3 71-605A, 2 71-605RM2, 1 BKM 60102, 1 71-619K, 1 GS-1. For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=227

Inaugurated May 1940, at maximum extent the network had ten lines. One of the few privatised tramway systems in Russia.

Khabarovsk Operator : Municipalnoe Unitarnoe Predpriyatie Goroda Khabarovska "Tramvayno-Trolleybusnoe Upravlenie" Khabarovskiy kray, g. Khabarovsk, ul. Krasnorechenskaya, d. 96 Tel: +7 4212 36 16 86 Fax: +7 4212 36 16 86

Ownership : Municipal enterprise Manager : Sadko Vladimir Nikolaevich Workforce : 1,260 Website : Official municipal website (English pages available): http://khabarovskadm.ru/news.php Map : http://transphoto.ru/photo/190784/ Tramway network : Nine lines, 37.3 km, 1524 mm gauge, 600 V DC Fleet : 76 trams: 21 RVZ-6M2, 18 71-605, 14 71-608K, 10 71-134A, 4 71-605A, 4 71-623-00, 2 71-132, one each of 71-134K, 71-608KM, 71-623-01. For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=260

Inaugurated November 1956, expansion continued up to 1979. In 2003 renovation started with a view to completing a new light rail network by 2020.

Kolomna Operator : Gosudarstvennoe Unitarnoe Predpriyatie Gorodskogo Elektricheskogo Transporta Moskovskoy Oblasti "Mosoblelektrotrans" Moskovskaya oblast, g. Kolomna, prosp. Kirova, d. 3 Tel: +7 496 12 56 37 Fax: +7 496 12 12 47

Ownership : Municipal enterprise Chief executive officer : Farberov Mihail Mironovich

Mack Brooks Exhibitions Ltd © 2012 77 Workforce : 664 Website : kolomnatram.ruz.net (not official) Map : http://transphoto.ru/photo/324412/ Tramway network : Ten lines, 20.2 km, 1,524 mm, 600 V DC Fleet : 70 trams: 26 71-608KM, 14 71-134K, 11 71-619KT, 10- 71-605A, 3 71-605, 3 71-608K, 2 71-147K, 1 71-623-01. For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=19

Inaugurated November 1948, expansion continuing until 2003. Patronage around 100,000 passengers daily.

Komsomolsk-na-Amure Operator : Municipalnoe Unitarnoe Predpriyatie "Tramvaynoe Upravlenie" Khabarovskiy kray, g. Komsomolsk-na-amure, ul. Vokzalnaya, d. 24 Tel: +7 42172 43 37 07 Fax: +7 42172 43 37 07

Ownership : Municipal enterprise Manager : Novikov Igor Ivanovich Workforce : 431 Website : Municipal website: http://www.kmscity.ru/ Map : http://transphoto.ru/photo/126145/ Tramway network : Four routes, 20.9 km, 1,524 mm, 600 V DC Fleet : 40 trams: 19 RVZ-6M2, 10 71-132, 8 71-605A, 2 71-134K, 1 71-605 For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=243 Inaugurated 6 November 1957, expanding to seven routes, of which three subsequently closed.

Krasnodar Operator : Public Limited Company "Gorodskoy Elektricheskiy Transport" Krasnodarskiy kray, g. Krasnodar, ul. Mira, 65 Tel: +7 8612 34 03 32 Fax: +7 8612 34 03 32

Ownership : Public limited company Chief executive officer : Degtyarenko Aleksandr Vladimirovich Workforce : 1,103 Website : http://www.kubtransport.info/index.html Map : http://transphoto.ru/photo/239256/ Tramway network : 16 lines, 56.6 km, 1,524 mm, 600 V DC Fleet : 264 trams: 106 Tatra T3SU, 95 71-605, 24 Tatra T3SU KVR TRZ, 11 71-608K, 9 71-619KT, 9 Tatra T3SU KVR MRPS, 6 71-605U, 2 KTM-5M3R8, one each of 71-619K, 71-623-01. For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=129

Inaugurated December 1900.

Krasnoturinsk Operator : Municipal authority, 624440, Sverdlovsk, Krasnoturinsk, ul. Frunze, 60 Tel: +7 34384 6 33 67

Manager : Mikhail Ivanov Website : http://krasnoturinsk.ru/ (Russian only) Map : http://transphoto.ru/photo/151912/ Tramway network : Two lines, 10.2 km, 1,524 mm, 600 V DC Fleet : Eight trams: 4 71-605 and 4 71-402 For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=48

Inaugurated January 1954, and reached maximum extent in 1959 – two lines, one running from north to south, the other from east to west. Built by the BAZ (Bogoslovsk aluminium smelter), but taken over by the

Krasnoyarsk Operator : Municipalnoe Predpriyatie Goroda Krasnoyarska "Gorelektrotrans" Krasnoyarskiy kray, g. Krasnoyarsk, ul. Vavilova 2 Tel: +7 391 201 02 32

Ownership : Municipal enterprise Manager : Bolotin Vladimir Fedorovich Workforce : 1,103 Website : http://www.mpget.ru/ Map : http://transphoto.ru/photo/285119/ Tramway network : Five lines, 38.8 km, 1,524 mm, 550 V DC Fleet : 72 trams: 55 71-605, 12 71-605A, 3 71-619KT, 1 71-153, 1 71-619K. For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=60

Inaugurated 1 May 1958, although in autumn 1935 a light railway was opened serving the Krasmash factory. Since the mid-1990s some lines have been closed, and the network that remains is situated only on the right bank of the Enisej.

Kursk Operator : Municipalnoe Unitarnoe Predpriyatie "Kurskelektrotrans" Kurskaya oblast, g. Kursk, Gsp, ul. Karla Marksa, 6 Tel: +7 47122 24 47 74, +7 47122 26 62 08 Fax: +7 47122 22 27 97

Ownership : Municipal enterprise Chief executive officer : Sergeev Aleksandr Valentinovich Workforce : 1,438 Website : http://tkursk.narod.ru/ket.htm (not official) Map : http://transphoto.ru/photo/268727/ Tramway network : Six lines, 46.1 km, 1,524 mm, 600 V DC Fleet : 86 trams: 69 Tatra T6B5, 16 Tatra T3SU, 1 71-403. For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=62

Inaugurated April 1898, network expansion continued until 1988. The steep gradients on the system, between the Kur and Tuskar rivers, mean that trams with a high gear ratio are needed. Daily around 65 trams are in use.

Lipeck Operator : Municipalnoe Unitarnoe Predpriyatie Gorodskogo Elektrotransporta G Lipecka Lipeckaya oblast, 398035 Lipeck, ul. Eleckoe, 3 Tel: +7 4742 33 37 79 Fax: +7 4742 32 22 63 E-mail: [email protected]

Ownership : Municipal enterprise Manager : Matrusov Sergey Nikolaevich Workforce : 1,750 Website : Municipal website: http://lt-systems.ru/ Map : http://transphoto.ru/photo/278718/ Tramway network : Five routes, 36.0 km, 1,524 mm, 600 V DC Fleet : 53 trams: 23 Tatra T6B5, 16 71-605A, 12 71-605, 2 71-608K For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=109

The first 7.4 km line was inaugurated in November 1947, network expansion continuing until 1989 and closures starting in 2002. In July 2008 the municipal council announced further line closures to help reduce

Mack Brooks Exhibitions Ltd © 2012 79 traffic congestion, although the development plan for the period up to 2016 also mentions creation of an express tramway line serving the tractor factory and steelworks.

Magnitogorsk Operator : Municipalnoe Predpriyatie Trest "Elektrotransport" 4555000 Chelyabinskaya oblast, g. Magnitogorsk, ul. Sovetskaya, d. 162/2 Tel: +7 3519 35 90 33 Fax: +7 3519 35 90 34 E-mail: [email protected]

Ownership : Municipal enterprise Director: Alexander G Vinogradov Workforce : 2,073 Website : http://www.tramway.ex6.ru/index.htm Map : http://transphoto.ru/photo/208230/ Tramway network : 33 lines, 180 km, 1,524 mm gauge, 600 V DC Fleet : 281 trams: 200 71-605, 31 71-605A, 26 71-608KM, 13 KTM 71-619KT, 9 71-608K, 2 71-619K. For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=183

Magnitogorsk (413,000 inhabitants) was founded in 1929 and evolved around the huge CMI steelworks. The first 11 km tramway was inaugurated in January 1935, linking one of the residential districts with the steelworks, and on the first day of operation 15,000 passengers were carried. The network expanded to a maximum of 39 routes. By 2005 the third largest tramway network in Russia after Moskva and St Petersburg had carried over 7 billion passengers, and its share of the modal split for motorised urban journeys is still around 80%.

Moskva Operator : Mosgortrans 115035 Moskva, Raushskaya Embankment, 22/21, building 1 Tel: +7 495 951 66 53 Fax: +7 495 951 38 27 E-mail: [email protected]

Ownership : Municipal enterprise General Director : Petr Ivanov Workforce : 4,000 approx Website : http://www.mosgortrans.ru/ Maps : http://transphoto.ru/photo/288527/ http://transphoto.ru/photo/286301/ http://transphoto.ru/photo/286302/ Tramway network : 46 routes, 181.1 km, 1,524 mm, 600 V DC Fleet : 934 trams:194 71-619A, 185 71-608KM, 126 71-619K 124 MTTCh, 95 71-619KT, 54 71-608K, 45 71-134A, 21 71-153.3, 20 MTTM, 18 MTTE, 14 MTTA, 11 71-617, 9 Tatra T3SU, 3 MTTD, 2 71-619KS, 2 71-153, one each of Tatra K3TR, 71-621, 71-616, 71-135, LT-10, 71-630, Vario LF and KTMA. For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=1

Inaugurated June 1872 (horse traction), July 1899 (electric traction). Maximum patronage reached in 1934 (2.6 million passengers daily), closures then took place as the metro network, and from 1940 the trolleybus network, expanded. The last section of new route was completed in Strogino in 1982, closures continuing the following decade. In recent years proposals have been advanced for various express tramway routes – in all 191 km of new route, 70 % either in tunnel or on viaduct. Mosgortrans operates 766 routes daily – 636 bus routes, 89 trolleybus routes, and 41 tram routes. There are five tram depots.

Naberezhnye Chelny Operator : OOO Elektrotrans (KAMAZ) Tuayevskaya kray, 423800 Naberezhnye Chelny, ul. Kommunaljnaja, 59. Tel: +7 8552 46 03 70 Fax: + 7 8552 46 03 11

Ownership : Limited company Website : http://tramvay-chelny.do.am/ http://elektrotransport.siteedit.su/home Map : http://transphoto.ru/photo/265491/ Tramway network : 11 lines, 39.6 km, 1,524 mm, 550 V DC Fleet : 122 trams, 102 71-605, 10 71-605A, 6 71-608KM, 3 71-619KT, 1 71-619A. For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=195

Inaugurated October 1973, network expanded to 12 lines, now 11, though construction of new sections of route continues – the city is a major industrial centre (steelworks, foundries, the KamAZ automotive industry). Some stretches of new line have been left unfinished on account of the economic problems of the past two decades, but current projects envisage 11.5 km of new route, and work continues to rebuild lines on independent rights of way. Around 35 million passengers were carried in 2008, but a sharp decline the following year left the company in a difficult financial situation by early 2010. In summer 2010 an electronic fare collection system was introduced.

Nizhnekamsk Operator : Gosudarstvennoe Unitarnoe Predpriyatie "Gorelektrotransport" Goroda Nijnekamska Ministerstva Transporta I Dorojnogo Khozyaystva Respubliki Tatarstan Respublika Tatarstan, 423576 Nijnekamsk, ul. Vokzalnaya, d. 9 Tel: +7 8555 39 79 69 E-mail: [email protected]

Ownership : Ministry for Roads and Transport, Tatarstan. General Manager : Khabibullin Raphael Ismagilovich Workforce : 705 Website : http://www.getnk.ru/index.php Map : http://transphoto.ru/photo/139815/ Tramway network : Eight routes, 63.5 km, 1,524 mm, 550 V DC Fleet : 78 trams: 60 71-605, 8 71-608KM, 5 71-619KT, 2 719K, 2 71-623-01, 1 71-61-01. For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=208

Inaugurated February 1967, with expansion continuing up to the turn of the millennium, when a project for an 8 km line to Prospekt Mira was announced. In 2005 depot facilities were expanded to cater for up to 120 trams. Patronage in 2009 was 20.3 million, around 56.000 per day.

Nizhny Novgorod Operator : Municipalnoe Predpriyatie Goroda Nijnego Novgoroda "Nijegorodelektrotrans" Nijegorodskaya oblast, g. Nijniy Novgorod, ul. Yaroslavskaya, d. 25 Tel: +7 831 33 23 15 Fax: +7 831 33 73 53

Ownership : Municipal enterprise Chief executive officer : Korechkov Aleksey Valentinovich Workforce : 3,167 Website : http://www.transp.nnov.ru/tram Website : http://nntrans.narod.ru/ (not official) Map : http://transphoto.ru/photo/326144/ Tramway network : 17 lines, 98 km, 1,524 mm, 600 V DC.

Fleet : 313 trams: 101 Tatra T3SU, 51 71-605, 39 Tatra T3SU KVR TRZ, 31 Tatra T6B5, 28 71-619KT, 23 71-605A, 19 71-608, 9 71-403, 8 71-608K, one each of 71-153, 71-623-00, 71-619K, 71-407. For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=27

Inaugurated May 1896. Some early lines were 1,000 mm gauge until the 1920s. Patronage is around 200,000 passengers daily.

Mack Brooks Exhibitions Ltd © 2012 81 Nizhni Tagil Operator : OOO UK Gathe (prior to 1 September 2008 by Municipalnoe Unitarnoe Predpriyatie “Tagilelektrotrans”) and Uralvagonzavod (UVZ), as two systems). 622013 Niznii Tagil, ul. Kulibina, 66, tramvainoe depo. Tel: +7 3435 25 463 78, +7 3435 25 38 94, +7 3435 25 16 44 Fax: +7 3435 25 16 44

Ownership : Public limited company Website : http://www.tagiltram.ru http://www.tagiltram.ru/enterprise/ Map : http://transphoto.ru/photo/176734/ Tramway network : 11 lines, 54.5 km, 1,524 mm, 600 V DC Fleet : 104 trams: 57 71-605, 19 71-605A, 13 71-402, 7 71-608KM, 4 71-4032, 3 71-608K, 1 71-132. For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=111

Inaugurated 1937, network more or less intact in 2010 but facing serious competition from taxi/minibus operators (over 60 routes) and unwillingness of municipal authorities to support public transport or to devise suitable future policies to maintain the system.

Noginsk Operator : Mosoblektrotrans Address : See Kolomna entry Ownership : Subsidiary of Kolomna operator Website : http://noginsk.tramway.ru/ Map : http://transphoto.ru/photo/153869/ Tramway network : One line, 11.75 km, 1,524 mm, 550 V DC Fleet : Six trams: 71-608KM For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=3

Inaugurated March 1924, progressively lengthened until by 1972 it ran from Ostomkino to Domozhirov. Services operated by only three trams since January 2010, and there is a debate in the press over whether the line should be closed or extended with the creation of a new network in the neighbouring town of Elektrostal. Whole line is single track, service headways about 20 minutes.

Novocherkassk Operator : Municipalnoe Unitarnoe Predpriyatie "Gorodskoy Elektricheskiy Transport" G.Novocherkasska Rostovskaya oblast, g. Novocherkassk, ul. Budennovskaya, 188 Tel.: +7 86352 22 20 14, +7 86352 26 75 00

Ownership : Municipal enterprise Manager : Knyazkov Anatoliy Fedorovich Workforce : 286 Website : http://transport.novocherkassk.net/ http://rostov.tiu.ru/cs162436-gorelektrotransport/contacts Map : http://transphoto.ru/photo/323934/ Tramway network : Four lines, 42.8 km, 1,524 mm, 600 V DC Fleet : 20 trams: 15 71-605, 3 71-619K, one each of 71-608K, 71-608KM. For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=235

Inaugurated January 1954, the first line linking ul. Pushkin with what is now the NEVZ locomotive works. Network expansion continued until 1974. Line 4 was closed in 1996 and a new ring route was opened in 2004, serving the NEVZ railway works. Line 4 (peak hours only) was temporarily reopened in December 2007.

Novokuznetsk Operator : Municipalnoe Tramvaynoe Predpriyatie N 2 Goroda Novokuznecka Kemerovskaya oblast, 654005 Novokuzneck, ul., Stroityelyey, 55

Ownership : Municipal enterprise Manager : Balibin Ruslan Georgievich Workforce : 227 Website : http://kuzgortrans.ru/ Map : http://transphoto.ru/photo/281539/ Tramway network : Nine lines, 59.3 km, 1,524 mm, 600 V DC Fleet : 117 trams: 35 71-608KM, 35 71-605, 30 71-608K 9 71-605A, 5 71-619KT, 3 71-619K. For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=73

Inaugurated November 1933, network length reaching 64.1 km in the late 1980s, when there were 215 trams. Three depots. 2006 data indicated daily patronage of around 90,000 (in a city of 563,000 inhabitants). In the 1990s work started (and was never finished) on an express tram route to the suburb of Il’inskii. The 2010 to 2030 municipal plan envisages closure of three unprofitable routes, but retaining and upgrading the remainder, and to modernise existing trams.

Novosibirsk Operator : Gorelektrotransport 630123 Novosibirsk, ul. Aeroport, 17 Tel: +8 383 200 23 74 Fax: +8 383 200 25 93 E-mail: [email protected]

Website : http://get-nsk.ru/ Map : http://transphoto.ru/photo/269038/ Tramway network : 10 lines, 69.0 km, 1,524 mm, 600 V DC Fleet : 132 trams: 68 71-605, 55 71-605A, 4 71-619KT, 2 71-134K, one each of 71-134K, BKM 60102, 71- 623-00. For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=81

Inaugurated November 1934, the first line linking the railway station with the city centre, and the network expanding to 25 routes served in 1991 by 423 trams. Annual patronage declined from 183.3 million in 1980 to 25.9 million in 2008, the metro network having siphoned off some of the traffic. Growing road congestion in the early 1990s prompted line closures, one result being the removal of tracks from the bridge spanning the Ob, creating two separate networks. Four possible routes for development as express tramways are currently being considered.

Novotroick Operator : Municipalnoe Unitarnoe Predpriyatie "Novotroickiy Elektrotransport" Orenburgskaya oblast, g. Novotroick, ul. Vinokurova, d. 3 Tel: +7 3537 3 27 12, +7 3537 63 28 10

Ownership : Municipal enterprise Manager : Zaharchenko Valeriy Anatolevich Workforce : 481 Website : http://novotroitsk-tramway.narod.ru/ (not official) Map : http://transphoto.ru/photo/147473/ Tramway network : Five routes, 15.1 km, 1,524 mm, Fleet : 64 trams: 48 71-605, 6 71-608KM, 4 71-605A, 3 71-619KT, 3 71-608K. For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=191

Inaugurated November 1956, network survives intact to date in spite of all-out unregulated competition with municipal bus fleet (48 vehicles, operated by PATP) and 82 privately owned minibuses and taxis). Originally tram travel was free, but in 2001 a fare of RUR2 was introduced, rising to RUR10 in 2010 – still the lowest public transport fare within the city.

Ownership : Municipal enterprise. Website : http://www.omskgortrans.info/ (not official) Maps : http://transphoto.ru/photo/280385/ http://transphoto.ru/photo/279595/ Tramway network : Five lines, 20 km, 1,524 mm, 550 V DC Fleet : 94 trams: 56 71-605, 29 71-605A, 6 71-608K, 2 71-619K 1 71-608K. For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=74

Inaugurated November 1936, the network evolved by 1978 to a maximum length of 107 km with 15 routes, and was served by around 300 trams in 1991. Nowadays average daily operations require around 70 trams, most of the fleet dating from the 1980s. Although there have been major route closures over the past two decades the latest urban development plan envisages the construction of three new lines with the creation of a circular route surrounding the city centre. Transport planners consider several more lines to be necessary, all on independent rights of way, together with pedestrianisation of parts of the city centre, streets being shared by pedestrians and trams. Around 70 % of the expanded network would consist of express tramway routes.

Orel Operator : Municipalnoe Unitarnoe Predpriyatie "Tramvayno-Trolleybusnoe Predpriyatie" G. Orla Orlovskaya oblast, g. Orel, ul. Karachevskaya, d. 144 Tel: +7 4862 77 08 95, +7 4862 77 08 05

Ownership : Municipal enterprise Chief executive officer : Aleksandr Yakovlevich Korovin Workforce : 1,556 Website : http://www.ttp-orel.ru/ Map : http://transphoto.ru/photo/133378/ Tramway network : Three lines, 38.9 km, 1,524 mm, 600 V DC Fleet : 89 trams: 74 Tatra T3SU, 14 Tatra T6B5, one 71-403 For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=63

Inaugurated November 1898 as a metre gauge system, converted to 1,524 mm gauge by 1939. Network expansion continued until 1976, although by then trolleybus operations had started up. In late 2008 work started on rebuilding some of the Tatra T3SU trams with electrical equipment by Cegelec, reducing power consumption and cutting operating costs. Infrastructure upgrades are also beginning. In 2009 the operator won the ‘Golden Chariot’ prize as the best local public transport provider in Russia. In addition to trams and trolleybuses, the operator also has a fleet of small passenger ships on the Oka river.

Orsk Operator : Municipalnoe Unitarnoe Predpriyatie "Passajirskaya Transportnaya Kompaniya "Orskgortrans" Administracii G. Orska Orenburgskaya oblast, g. Orsk, ul. Korolenko, d. 21 Tel/Fax: +7 3537 25 36 62

Chief executive officer : Rahmankulov Fatih Akramovich Workforce : 963 Website : http://orsk-tramway.narod.ru/ (not official) Official municipal website: http://www.orsk-adm.ru/ Map : http://transphoto.ru/photo/305512/ Tramway network : Ten routes, 34.9 km, 1,524 mm, 600 V DC Fleet : 107 trams: 94 71-605, 8 71-608KM, 4 71-605A, 1 71-608K.

Inaugurated 1948. The current municipal plan envisages fleet modernisation, infrastructure upgrades, and a few short sections of new route.

Osinniki Operator : Municipalnoe Predpriyatie "Osinnikovskiy Tramvay" Kemerovskaya oblast, g. Osinniki, ul. Lenina, d. 28 Tel: +7 38471 54 49 62, +7 38471 52 29 55

Ownership : Municipal enterprise Manager : Dovgosheya Petr Mihaylovich Workforce : 255 Map : http://transphoto.ru/photo/265488/ Tramway network: Four lines, 11.6 km, 1,524 mm, 600 V DC Fleet : 16 trams: 7 71-132, 5 RVZ-6M2, 3 71-1345K, 1 71-134A. For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=83

Inaugurated November 1960, with extensions inaugurated in 1962 and 1991, most of the system being double-tracked between 1976 and 1978. Fleet modernisation is in progress.

Perm Operator : Municipalnoe Unitarnoe Predpriyatie "Permgorelektrotrans" 614060, g. Perm, ul. Uralskaya 108/a Tel: +7 342 260 42 05 E-mail: [email protected]

Ownership : Municipal enterprise Chief executive officer : Busovikov Sergey Aleksandrovich. Website : http://tranviaperm.narod.ru/ (not official) Map : http://transphoto.ru/photo/326145/ Tramway network : 11 lines, 64.5 km, 1,524 mm, 600 V DC Fleet: 192 trams: 58 71-605, 39 71-623-00, 21 71-608KM, 18 71-619KT, 18 71-605A, 12 BKM 60102, 11 71-608K, 9 71-619K, 6 71-623-01. For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=258

Inaugurated in 1929, the network expanded until 1969, after which date the focus shifted to the trolleybus network. Two lines were closed, in 1987 and in 1991, and dismantled. Perm had a tram repair works (TPP), which was inaugurated in 1967 and closed in the late 1990s, vehicles being sent there from other Russian networks. Some infrastructure upgrading has taken place since 2005.

Propopyevsk Operator : MUE DGSPW" "TX" 653000 Kemerovskaya oblast, g. Prokopiovsk, ul. V ыsokogornaia, d. 2a. Tel: +7 3846 62 55 70

Ownership : Public company (from 1993) Website : Municipal website: http://pearlkuz.ru/ Map : http://transphoto.ru/photo/265908/ Tramway network : Seven lines, 36.1 km, 1,524 mm gauge, 550 V DC Fleet : 89 trams: 64 71-605, 9 71-619KT, 7 71-605a, 6 71-608K, 2 BKM 60102, 1 71-608KM. For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=131

Inaugurated May 1936, expanded to an eight-route network of 37.7 km, operated using a fleet of 144 trams, maximum extent being reached in 1993. The main purpose of the system was to move workers to and from

Mack Brooks Exhibitions Ltd © 2012 85 the coal mines adjacent to the city. One short section of route, to the North Maganak mine, closed in 2003, but five years later the section of line from the Nº. 2 depot to the Palace of Culture was doubled.

Pyatigorsk Operator : Municipalnoe Unitarnoe Predpriyatie Goroda Pyatigorska Stavropolskogo Kraya "Gorodskoy Elektricheskiy Transport" Stavropolskiy kray, g. Pyatigorsk, prospekt Kirova, d. 85 Tel: +7 87933 51 13 73

Ownership : Municipal enterprise Manager : Kurennoy Anatoliy Vladimirovich Workforce : 707 Map : http://transphoto.ru/photo/247524/ Tramway network : Eight lines, 20.7 km, 1,000 mm, 600 V DC Fleet : 75 trams: 34 Tatra KT4SU, 18 Tatra-T4D, 11 71-615, 8 Tatra-KT4D, 4 Tatra T3SU. For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=20

Inaugurated May 1904. One of only two surviving metre-gauge tramway networks in present-day Russia, the other in Kaliningrad.

Rostov-na-Donu Operator : Rostovgortrans Rostov-na-Donu, Lengorodskoe depo, ul. Profsoiuznaia 87 Tel: +7 863 253 16 22

Ownership : Municipal enterprise Website : http://www.rostovgortrans.ru/ Map : http://transphoto.ru/photo/245495/ Tramway network : Five lines, 60.1 km, 1,435 mm gauge, 600 V DC. Fleet : 72 trams: 24 71-605U, 17 71-619KU, 17 Tatra T6B5, 11 71-608K, 2 71-619KTU, 1 Tatra T3SU 2- door. For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=110

From 1887 Rostov-na-Donu had a tramway with horse traction and with freight services mainly for the movement of oil for street lighting. By the turn of the century a four-line network had evolved. The first electrification was completed in January 1902, and in December that year Russia’s first interurban tramway, to Nakhichevan-na-Donu, was opened. The 1,435 mm gauge (unique in Russia) results from the fact that construction was realised by a Belgian company. Separate networks evolved on both banks of the Temernik river, being united in the 1920s, the system eventually growing to over 110 km in length. Much of the network was closed in the 1990s. The city’s latest development plan, published in 2006, envisages modernisation of what remains, with the section of line in the city centre being put underground. A 1971- built Tatra T3 tram was restored as a heritage vehicle to celebrate 105 years of the electrification of the network, and can also be found on regular services (Rostov was the first city in Russia to operate Tatra trams).

St Petersburg Operator : Sankt-Peterburgskoe Gosudarstvennoe Unitarnoe Predpriyatie Gorodskogo Elektricheskogo Transporta St Petersburg oblast, g. St. Petersburg, ul. Zodchego Rossi, 1/3 Tel: +7 812 311 32 20 Fax: +7 812 315 50 28

Ownership : Municipal enterprise Manager : Mihail Viktorovich Mochalov Workforce : 10,896 Website : http://www.electrotrans.spb.ru/ Map : http://transphoto.ru/photo/287483/

Mack Brooks Exhibitions Ltd © 2012 86 Tramway network : 39 lines, 228 km, 1,524 mm, 550 V DC. Fleet : 775 trams: 368 LVS-86K, 83 LM-68M, 78 71-134A, 76 71-134K, 37 71-147K, 33 71-153, 33 71- 134A, 26 LVS-86K/M, 25 71-152, 6 71-147A, 6 LVS-86T, one each of 71-134K, 71_147, 71-134, 71-151A, LVS-86M. For updated fleet list, see: http://transphoto.ru/list.php?t=1&cid=2

The first tramway, with horse traction, and used only for the movement of freight, was opened in 1860. Passengers were carried from August 1863. The network reached its maximum extent in the mid-1930s, when the first trolleybus services started, and following the Second World War a number of lines were closed. However, suburban expansion resulted in a further spate of new line construction, and in the late 1980s the network was 600 km long, with 67 lines. There was a major round of closures in the 1990s and by 2007 there were fears that the system would soon split into several separate networks, its main function now to move passengers to and from railway and metro stations. In September 2007 one of the lines was reopened following rebuilding to offer express tram services. The current urban development plan for the period 2007 to 2012 appears to favour further line closures, often brought about when major road repairs have to be carried out (traffic congestion and obstruction of tram lines is a growing problem). There are also claims that where rails are re-laid following road upgrades the quality of work is poor. Several of the early tram depots, which were listed buildings of industrial architectural value, have also been demolished.

Salavat Operator : Municipalnoe Unitarnoe Predpriyatie "Tramvaynoe Upravlenie" Gorodskogo Okruga Gorod Salavat Respubliki Bashkortostan Respublika Bashkortostan, g. Salavat, ul. Ufimskaya, 41a Tel: +7 3472 26 67 60 E-mail: [email protected]

Ownership : Municipal enterprise Manager : Anatoliy Vasilevich Vinnikov Workforce : 408 Website : http://salavat-tramway.narod.ru/ (not official) Map : http://transphoto.ru/photo/271651/ Tramway network : Two routes, 18.3 km, 1,524 mm, 600 V DC Fleet : 79 trams: 24 TVZ-6M2, 23 71-605, 16 71-608M, 7 71-605A, 6 71-608L, 2 71-608KT, 1 71-135K. For updated fleet list, see: http://transphoto.ru/list.php?t=1&cid=265

Inaugurated 29 July 1957, with network expansion continuing until 1967. Some lines were subsequently closed, leaving a simple north to south line, on which there are just two routes, 1 and 3. There are now plans to build two new lines to serve recent suburban housing areas – in all 11 km of new route.

Samara Operator : Municipalnoe Predpriyatie Gorodskogo Okruga Samara "Tramvayno-Trolleybusnoe Upravlenie" No.3 Tram Depot: 43111, Samara, ul. Fadeyev, 38 Tel: +7 846 953 012 72, +7 846 953 31 29

Ownership : Municipal enterprise Manager : Buyanov Uriy Alekseevich Workforce : 4,632 Website : http://www.ttu-s.ru/ ; http://www.samaratrans.info/wiki/index.php/Main_page Map : http://transphoto.ru/photo/326146/ Tramway network : 22 lines, 91 km, 1,524 mm, 600 V DC Fleet: 427 trams: 199 Tatra T3SU, 130 Tatra T3SU 2-door, 48 Tatra T6B5, 43 71-405, 3 71-402, 2 Tatra T3RF, 1 BKM 62103, 1 71-623-00. For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=86

Mack Brooks Exhibitions Ltd © 2012 87 Inaugurated 25 February 1915, the network continued expanding up to 1969. Since the 1980s the company has been actively modernising its fleet, the 2009 contract for 33 type 71-405 trams (all now in service, delivered 2009) being a significant one in recent Russian tramway history.

Saratov Operator : Municipalnoe Unitarnoe Proizvodstvennoe Predpriyatie "Saratovgorelektrotrans" Saratovskaya oblast, g. Saratov, ul. Bolshaya Kazachya, d. 110 Tel: +7 8452 50 91 15, +7 8452 96 44 17 Fax: +7 8452 24 29 73

Ownership : Municipal enterprise Chief executive officer : Robert Rudolfovich Vinkov Workforce : 2,320 Website : http://www.sartram.ru/ (not official) Map : http://transphoto.ru/photo/319950/ Tramway network : 11 routes, 18.4 km, 1,524 mm, 600 V DC Fleet : 229 trams: 154 71-605, 30 71-605A, 22 71-605KT, 17 71-608K, 5 71-608KM, 1 71-619A. For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=213

Inaugurated March 1887 with horse traction, first electrified line opened in December 1908, and within a year there were nine electrified routes in operation. The most recent line was completed in 1983, although during the 1950s parts of the network in the city centre had been closed and replaced by trolleybuses (as in many Russian cities at that time). There were two further major closures – lines 1 and 15 – in the city centre in the 1990s, and various other rationalisations. In all, six routes have been eliminated. The closure campaign continued recently on 5 September 2011, with Lines 3 and 6 no longer reaching the city centre, the authorities citing the pretext of road repairs.

Smolensk Operator : Municipalnoe Unitarnoe Tramvayno-Trolleybusnoe Predpriyatie G.Smolenska Smolenskaya oblast, 241012 Smolensk, ul. Shevchenko, d. 85 Tel: +7 4812 31 75 01

Manager : Kurashin Viktor Aleksandrovich Workforce : 940 Website : Municipal website: http://www.admin.smolensk.ru/ Map : http://transphoto.ru/photo/158464/ Tramway network : Five lines, 43.0 km, 1,524 mm, 550 V DC Fleet: 75 trams: 20 71-605, 14 71-608K, 12 71-623-01, 11 71-605A, 7 71-623-00, 5 71-608KM, 4 71-132, 2 71-134K. For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=6

Inaugurated October 1901, services interrupted between 1919 and 1922 (Civil War) and from July 1941 to November 1947 due to the Second World War and rebuilding from 1,000 mm to 1,524 mm gauge. Further network expansion took place in the 1950s and 1960s (from 19.4 to 41.1 km). At the maximum extent of the system, in the mid-1990s, there were 14 lines (160.3 km), and network length was 50.8 km. The first decade of the new millennium saw infrastructure neglected as attempts were made to reduce costs.

Stary Oskol Operator : Public Limited Company "Skorostnoy Tramvay" Belgorodskaya oblast, g. Stariy Oskol, prosp. Metallurgov, d. 1 Tel: +7 4725 32 80 88 Fax: +7 4725 32 80 88

Ownership : Public limited company Chief executive officer : Kondratuk Valeriy Aleksandrovich. Workforce : 464 Website : http://metalloinvest.com/eng/ Map : http://transphoto.ru/photo/218184/

Mack Brooks Exhibitions Ltd © 2012 88 Tramway network : Three routes, 26.9 km, 1,524 mm, 550 V DC Fleet : 73 trams: 58 71-605, 8 71-=619K, 6 71-619KT, 1 71-605A. For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=68

Construction began in March 1976 and the system was inaugurated in January 1981. Designed as an express tramway system, it was built by OEMK Electro Steel (now part of the Metalloinvest Group – see website) to move workers to the steelworks from various housing estates. Essentially it is an interurban line, on an independent right of way. In 2003 a public limited company was formed with OEMK holding 51% of the shares and Stary Oskol city council the remainder. In 1990 6.6 million passengers were carried, in 2000 9.8 million. Current annual patronage is over 11 million, only a third of those travelling to the OEMK works.

Taganrog Operator : Municipalnoe Unitarnoe Predpriyatie "Tramvayno-Trolleybusnoe Upravlenie" Rostovskaya oblast, 347935 Taganrog, per. Smirnovskiy, 52 Tel: +7 86344 42 27 85

Ownership : Municipal enterprise Manager : Andryey Mikhaylovich Shtyerba Workforce : 346 Website : http://tagantransport.ru/ ; http://tagantransport.narod.ru/ (not official) Map : http://transphoto.ru/photo/326138/ Tramway network : Nine lines, 22.7 km, 1,524 mm, 600 V DC Fleet : 69 trams: 57 71-605, 6 71-134A, 6 71-608K. For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=122

Inaugurated November 1932, the first 12 km line linking the city centre with the industrial zone, including aircraft factories. Financial support was provided by the Andreev metallurgical works.

Tomsk Operator : TSU MP TTU 634050 Tomsk, ul.Yenisei, 33 Tel: +7 3822 53 22 68

Ownership : Municipal enterprise. Website : Municipal website: http://www2.admin.tomsk.ru/ Map : http://transphoto.ru/photo/243759/ Tramway network : Five lines, 22.2 km, 1,524 mm, 550 V DC Fleet : 46 trams: 21 71-605, 14 71-619KT, 7 71-608KM 3 71-608K For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=95

Inaugurated 1 May 1949. Network evolution continued up to 1965, the first closure, in the city centre, taking place in 1973. A further closure, involving Line 2, may occur in the near future, in connection with road development projects. The latest trams, the 71-619KTs, were acquired between 2007 and 2009.

Tula Operator : Municipalnoe Unitarnoe Predpriyatie Municipalnogo Obrazovaniya G.Tuli "Tulgorelektrotrans" Tulskaya oblast, 30001 Tula, ul. Lunacharskogo, d. 139 Tel: +7 4872 47 93 00, +7 4872 49 33 41 Fax: +7 4872 47 93 00 Email: [email protected]

Ownership : Municipal enterprise Manager : Voevodin Oleg Nikolaevich Workforce : 1,183 Websites : http://www.tulatrans.ru/ ; http://tula.tramvaj.ru/ Map : http://transphoto.ru/photo/271570/ Tramway network : 12 lines, 46.1 km, 1,524 mm, 550 V DC

Mack Brooks Exhibitions Ltd © 2012 89 Fleet : 138 trams: 73 Tatra T3SU, 50 Tatra T6B5, 5 Tatra T3DC2, 5 Tatra T3DC1, 3 Tatra T3DU 2-door, 1 Tatra-Reis, 1 Tatra 71-153. For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=7

Inaugurated as a metre gauge system with horse traction in 1888, and by 1914 line length was 7.5 km. Tula industrialised rapidly in the early 1920s, and local bus services, inaugurated in 1924, were unable to cope effectively. The tramway system was thus rebuilt to 1,524 mm gauge and electrified, services on the first 8.9 km line starting in November 1927. By 1957 network length was 53 km, and the tram fleet consisted of 130 vehicles, carrying on average 260,000 passengers daily. Two decades later there were 250 trams, on 14 lines, and with a further network extension in 1977, in 1985 there were 16 lines. Latest proposals include the development of express tram routes, though work is not expected to begin until 2015, even though road congestion and urban pollution are becoming critical.

Tver Operator : Municipalnoe Unitarnoe Predpriyatie "Tramvayno-Trolleybusnoe Upravlenie" Tverskaya oblast, g. Tver, prosp. Chaykovskogo, d. 17 A Tel: +7 4822 934 35 59

Ownership : Municipal enterprise Manager : Danilenko Anatoliy Vladimirovich Workforce : 1,675 Website : http://tvertrum.narod.ru/ Map : http://transphoto.ru/photo/327286/ Tramway network : Seven lines, 45.5 km, 1,524 mm, 600 V DC Fleet : 110 trams: 38 71-608K, 31 Tatra T3SU, 30 Tatra T6B5, 9 71-605A, 2 71-134A. For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=8

Inaugurated August 1901, originally metre gauge, network expanding to 18 lines and between 1929 and 1930 converted to 1,524 mm gauge. Line closures started in the late 1990s, continuing to date, and around 70% of the vehicles still in service are in poor condition. Many of the Tatra T3 trams are now being scrapped.

Ufa Operator : Municipalnoe Unitarnoe Predpriyatie Upravlenie Elektrotransporta Gorodskogo Okruga Gorod Ufa Respubliki Bashkortostan Respublika Bashkortostan, 450081 Ufa, ul. Makarova, 19/1 Tel: +7 347 284 12 25 Fax: +7 347 284 12 25 E-mail: [email protected]

Ownership : Municipal enterprise Director General : Alexander Oleinik Workforce : 3,439 Website : http://www.muet-ufa.ru/ http://ufa-electro.narod.ru/index.html Map : http://transphoto.ru/photo/273751/ Tramway network : 13 lines, 78.2 km, 1,524 mm, 600 V DC Fleet : 166 trams: 64 71-608K, 47 Tatra T3D, 26 Tatra T3SU, 12 71-605A, 7 71-608km, 4 Tatra T6B5, 2 71- 132, one each of 71-619A, 71-619K, 71-623-00, 71-402. For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=102

First line inaugurated 1 February 1937. A separate network was built in nearby Chernikov in the early 1950s, inaugurated in August 1956, and physically connected with that in Ufa two years later. In 1995 there were 23 lines (156 km), and 90.17 million passengers were carried. Closures began around the turn of the millennium, three lines being withdrawn by the end of 2005, and by 2009 the network in Chernikov became physically isolated from the rest of the system, with the northern part having a surplus of trams, and the southern part having insufficient.

Mack Brooks Exhibitions Ltd © 2012 90 Ulan-Ude Operator : Municipalnoe Unitarnoe Predpriyatie "Upravlenie Tramvaya" Respublika Buryatiya, g. Ulan-ude, ul. Sahyanovoy 4 Tel: +7 3012 45 02 64, +7 3012 44 75 10 Fax: +7 3012 45 52 91

Ownership : Municipal enterprise Manager : Nikolay Innoketevich Hongorov Workforce : 705 Website : City website: http://www.ulan-ude-eg.ru/ Map : http://transphoto.ru/photo/146480/ Tramway network : Four lines, 28.4 km, 1,524 mm, 600 V DC Fleet : 68 trams: 20 71-619KT, 19 71-605, 13 71-608k, 12 71-605A, 4 71-608KM. For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=291

Inaugurated December 1958, with expansion continuing until the early 1980s, although two lines have subsequently been withdrawn. In 1999 74.8 million passengers were carried, but the decline to 2006 was spectacular – in that year just 26.7 million.

Ulyanovsk Operator : Municipalnoe Unitarnoe Predpriyatie "Ulyanovskelektrotrans" Ulyanovskaya oblast, 432980 Ulyanovsk, ul. Goncharova, d. 2 Tel: +7 8422 41 47 55 E-mail: [email protected]

Ownership : Municipal enterprise Manager : Chernish Vasiliy Romanovich. Workforce : 2,010 Website : http://www.ultransport.info/ (nor official) Map : http://transphoto.ru/articles/367/ Tramway network : 17 lines, 59.9 km, 1,524 mm, 600 V DC. Fleet : 222 trams: 140 Tatra T3SU, 44 Tatra T6B5, 14 Tatra T3SU 2-door, 10 71-619A, 4 71-619KT, 3 Tatra-Reis, 3 71-608K, 2 71-605A, 2 71-608KM. For updated fleet list see: http://transphoto.ru/show.php?t=1&cid=59

Inaugurated on 5 January 1954, expansion of the network continuing up to 1995, though five years later a shortage of trams resulted in service and route reductions, and the introduction of single-car workings. Part of line 18 was doubled in 2001. There are long term plans to develop an express tramway using the upper deck of the new 5.85 km road and rail bridge over the Volga, inaugurated in 2009. At present the tramway network is on the right bank of the river, serving the cental urban area, the residential and industrial areas, with the left bank served by the trolleybus network. The two parts of the city are connected by a girder bridge over the river, completed in 1916, with one disused railway track and a two lane road. There is considerable traffic congestion caused by this structure. The new bridge is a two-deck structure; the lower deck, suitable for a light rail line, is scheduled for completion in 2012.

Usolye Sibirskoye Operator : MUE Elektroavtotrans 665458 Irkutsk Oblast, Usolye-Sibirskoye, p / o 8, St. Kuibyshev 16 Tel / Fax: +7 395 43 6 31 89

Ownership : Municipal enterprise Website : http://muppoeat.ucoz.ru/ Map : http://transphoto.ru/photo/265492/ Tramway network : Four lines, 16.2 km, 1,524 mm, 600 V DC Fleet : 47 trams: 38 71-605, 3 71-605A, 2 71-619KT, 2 71-605RM, 1 71-608KM, 1 71-608K. For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=121

Mack Brooks Exhibitions Ltd © 2012 91 Inaugurated on February 1967, the system being required on account of the shortage of buses serving the city’s ON Khimprom chemical works. Extensions were built until 1985, and more were planned, but the break-up of the USSR put an end to those schemes. One section of route was closed in 2004. In 2008 work started on a 400 m extension to serve the railway station, but was suspended the following year on account of lack of finance, being revived in May 2010 following urban council elections.

Ust-Ilimsk Operator : Contact city council

Website : Municipal website: http://www.ust-ilimsk.ru/ Maps : http://transphoto.ru/photo/168959/ http://transphoto.ru/photo/161680/ Tramway network : Two lines, 18 km, 1,524 mm Fleet : 48 trams: 48 KTM-5 71-605, all built 1987-88 For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=294

Construction of the tramway began in 1982, with inauguration in September 1988, linking the city centre with sawmills – the city is surrounded by forests. Ust-Ilimsk is a new city, founded in 1973 when it was decided to dam the Angara and Ilim valleys and create a 3,840 MW HEP complex, completed in 1980. Current population is around 100,000, and there is a 214 km RZD branch line to the BAM. A project exists to extend the tramway south to the railway terminus and to a new sawmill to the north of the city. Services are hourly, supplemented at peaks, which coincide with the changes of shifts at the mills.

Ust-Katav 456043 Chelyabinsk, Ust-Katav, ul. Zavodskaya, 1 Tel: +7 351 67 7 12 00, +7 351 67 7 10 62, +7 351 67 2 65 41 E-mail: [email protected] Website : http://www.ukvz.ru/ General Director : Pavel Abramov

In 1973 the Ust-Katav tramway works (UKVZ) opened a 4 km single track tramway, which is used mainly for the testing of new trams. It is 1,524 mm gauge, and the overhead wire is probably adapted for both 550 and 600 V DC operation. Until 1997 there was a passenger service for UKVZ employees only.

Vladikavkaz Operator : Vladikavkazskoe Municipalnoe Unitarnoe Predpriyatie Tramvayno-Trolleybusnoe Upravlenie G Vladikavkaza Respublika Severnaya Osetiya-Alaniya, g. Vladikavkaz, ul. Pashkovskogo, 2 Tel: +7 8672 75 86 56 Fax: +7 8672 75 86 56

Ownership : Municipal enterprise Manager : Mirickiy Gennadiy Stepanovich Workforce : 563 Website : Municipal website: http://vladikavkaz-osetia.ru/ Map : http://transphoto.ru/photo/452552/ Tramway network : Six lines, 27.8 km, 1,524 mm, 600 V DC Fleet : 53 trams: 28 Tatra T4DM (17 from Magdeburg, summer 2010, 11 from Magdeburg, 2003 and 2008), 14 Tatra T4D-MI (14 from Dresden, December 2002,), 7 Tatra T4D (from Magdeburg, September 2003), 3 Tatra T3D (from Chemnitz, 1998), 1 71-605A (domestic production, modernised). Practically the whole fleet consists of secondhand German trams. For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=196

Inaugurated August 1904 as metre gauge network (maximum extent 14.2 km in 1924, with 28 trams), and converted in 1936 to 1,524 mm gauge, the first line being reopened in mid-May 1936. The last extension to the network was inaugurated in December 1987, 4.5 km, used by lines 1 and 4. In 2002 60.7 million passengers were carried – compared with 45 million in 1980.

Vladivostok Operator : OJSC "Electric Transport"

Ownership : Municipal enterprise Website : http://veltransport.narod.ru (not official) Map : http://veltransport.narod.ru/tram/route.htm http://transphoto.ru/photo/290414/ Tramway network : One line, 22.1 km, 1,524 mm, 600 V DC. Fleet : 47 trams: 14 71-608L, 10 71-605, 10 RVZ-6M2, 8 71-605A, 5 71-132. For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=69

Inaugurated October 1912 as metre gauge system. Rebuilt to 1,524 mm gauge in 1934. Network expansion continued until 1991, with nine lines and 140 trams. Between 1994 and 2002 no fares were charged – the cost of collecting them outweighed the revenue received, and operation was financed entirely from the municipal budget. In October 2008 the city council announced that the entire network was to be closed, given the high cost of acquiring trams compared with that of buying new CNG-fuelled buses. Closures during this period culminated in line 4 being withdrawn in July 2010 and only line 6 remaining, this built entirely on an independent right of way. Services require 20 trams. Closure was scheduled for autumn 2010, but was postponed. In April 2011 rebuilding the sewer on ul Borisenko was used as a reason by city authorities to close the line, but on 22 June 2011 services were restarted, albeit over a shorter route between Minniy guorodok and Stadion. The mayor pledged to ‘rid the city of trams’ by the time of the APEC Summit in 2012. One section of line might be retained for tourist use – three or four stops along the seafront, using a vehicle rebuilt in 2001 in the style of the trams of a century earlier.

Volchansk Operator : Municipalnoe Unitarnoe Predpriyatie "Tramvaynoe Khozyaystvo" Sverdlovskaya oblast, 624945 Karpinsk, g. Volchansk, ul. Sovetskaya, d. 32

Ownership : Municipal enterprise Manager : Smetannikov Aleksandr Anatolevich Workforce : 34 Map: http://ymtram.mashke.org/russia/volchansk/volchansk_map_photo.pdf Tramway network : One lines, 8.8 km, 1,524 mm, Fleet : Five trams: 2 71-605, 1 71-619K, 1 71-402, 1 71-619.

Volchansk evolved in the early 1950s close to a huge opencast coal mine and 6km from an existing settlement, Lesnaya Volchanka. The population reached a maximum of 36,000, declining to 10,300 by 2007, as mining activities dwindled. The tramway, built by the mining company Volchanskugol, was inaugurated on 31 December 1951 (some sources state 1963), linking the existing and new residential districts with the industrial zone. Most of the network lies within the latter. Since 1996 the surviving line, between Volchansk and Lesnaya Volchanka, has been run by Volchansk municipality.

A three-year development plan was published in July 2010 proposing the acquisition of an average of three new trams per annum, modernisation of the line and of the power supply system, and construction of a new line serving recently built housing estates. Services are hourly at ‘peak’ times, but since May 2010 have been suspended between 10.00 and 16.00 (‘off-peak’). They are usually maintained by one tram. Notably UVZ of Nizhniy Tagil has a branch factory in Volchansk, and this contributed two short-lived trams to the fleet.

Volgograd Operator : MUE Metroelektrotrans 400005 Volgograd, ul. Sovetskaya, d. 47b Tel: +7 8442 23 25 01 Fax: +7 8442 24 19 05 E-mail: [email protected]

Ownership : Municipal enterprise

Mack Brooks Exhibitions Ltd © 2012 93 Director General : Nikolai Zhukov Websites: http://www.gortransvolga.ru/ ; http://volgograd-trans.clan.su/ (not official) Maps : http://transphoto.ru/photo/261925/ ; http://transphoto.ru/photo/154436/ Tramway network : 13 lines, 41.2 km, 1,524 mm, 550 V DC Fleet : 339 trams: 53 Tatra T3SU, 142 Tatra T3SU 2-door, 20 Tatra T6B5, 12 Tatra T3SU modernised, 9 71- 154, 2 Tatra T3R.PV, 1 Tatra KT8D5. For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=17

Inaugurated April 1913, the original network focused on the city centre. In November 1956 a new and separate network was inaugurated in the district known as Chyrvonaarmeiski. In the 1970s part of line 8 was rebuilt as a 13.5 km, 19-stop express tramway, a 3.3 km underground section in the city centre with two subterranean stations being inaugurated in November 1984. This line now carries around 50 million passengers annually, linking the northern suburbs with the centre and paralleling the VI Lenin Avenue for most of the way. Services are provided by Tatra T3 trams from the early to mid-1980s, although in the early 1990s bi-directional Tatra KT8D5s built in the Czech Republic and LAN-8-1-93 and KTM-11 71-611s were tested there. The latest acquisitions, in 2008 and 2009, were two PTMZ-built LAF-2009 trams, three-section, bi-directional vehicles. In December 2009 the city council announced that 12 new bi-directional trams were to be ordered. A 6.6 km extension is envisaged by 2020.

Volzhskiy Operator : Voljskoe Municipalnoe Unitarnoe Predpriyatie "Gorelektrotrans" Gorodskogo Okruga-Gorod Voljskiy Volgogradskaya oblast, 404103 Voljskiy, ul. 7 Avtodoroga, 8 Tel: +7 8443 21 55 43, +7 8443 22 31 86 E-mail: [email protected]

Ownership : Municipal enterprise Manager : Vitaliy Nikolaevich Shevcov Workforce : 750 Map : http://transphoto.ru/articles/719/ Fleet : 76 trams: 36 Tatra T3SU, 25 71-605, 6 Tatra T3SU 2-door, 4 71-605A, 2 71-619K, 2 71-611, 1 71- 619KT-01. For updated fleet list see: http://transphoto.ru/list.php?did=56

Yaroslavl Operator : Municipalnoe Unitarnoe Predpriyatie "Yargorelektrotrans" Goroda Yaroslavlya Yaroslavskaya oblast, 150044 Yaroslavl, ul. Leningradsky, 37 Tel: +7 4852 50 53 51 Fax: +7 4852 50 53 52 E-mail: [email protected]

Ownership : Municipal enterprise Director: Sergei Shchepin Workforce : 1,975 Website : http://www.yarget.ru/ Map : http://transphoto.ru/photo/324007/ Tramway network : Four lines, 33.4 km, 1,524 mm, 600 V DC. Fleet : 60 trams: 33 71-619KT, 16 71-605, 8 71-605A, 3 71-619K. For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=49

Inaugurated December 1900, expansion continuing during the late 1920s and 1930s and early postwar period. The first closures took place in the late 1960s as the trolleybus network evolved. However, a new line, planned as an express tramway on a separate right of way, was inaugurated in November 1977. Further extensions took place after that, 1985 being the year of peak development, network length reaching 66.9 km, with ten lines. By the late 1990s rising costs resulted in neglect of trams and infrastructure, and patronage declined. The 2004-09 Five-Year Plan brought renewed hope, with infrastructure upgrades and new trams. 45 vehicles are required to maintain weekday services.

Yekaterinburg Operator : Ekaterinburgskoe Municipalnoe Unitarnoe Predpriyatie "Tramvayno-Trolleybusnoe Upravlenie" Sverdlovskaya oblast, 620142, Yekaterinburg, ul. Frunze, 26 Tel: +7 343 251 28 51 Fax: +7 343 257 25 69 E-mail: [email protected]

Ownership : Municipal enterprise Chief executive officer : Miroshnik Aleksandr Vladimirovich Workforce : 5,787 Website : http://www.ettu.ru/index.php Map : http://transphoto.ru/photo/326142/ Tramway network : 29 lines, 89.3 km, 1,524 mm, 600 V DC Fleet : 475 trams: 255 Tatra T-3SU, 98 Tatra T3SU 2-door, 75 Tatra T-6B5, 1 71-402, 16 71-405, 9 71-403, 1 71-405-11. For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=55

Although the city council first discussed building a tramway in 1896, it was not until November 1929 that the first line, 12 km long, was inaugurated, and by the end of the year it had carried over a million passengers. 1949 saw network length up to 76.2 km, with further modest expansion over the next three decades, and a certain amount of fleet modernisation in recent years.

Zlatoust Operator : Municipalnoe Unitarnoe Predpriyatie "Zlatoustovskoe Tramvaynoe Upravlenie" Municipalnogo Obrazovaniya Zlatoustovskogo Gorodskogo Okruga Chelyabinskaya oblast, 456219 Zlatoust, prosp. Mira, Tramvaynoe Depo, a/ya 409 Tel: +8 3513 63 01 55 E-mail: [email protected]

Ownership : Municipal enterprise Manager : Fanis Karimov Marsovich Workforce : 596 Website : http://www.mupztu.ru/ Map: http://transphoto.ru/photo/147492/ Tramway network : Five lines, 22.7 km, 1,524 mm, 600 V DC Fleet : 71 trams: 22 71-605, 21 71-605A, 13 71-608KM, 8 71-619KT, 5 71-608K, 1 71-619A, 1 71-631. For updated fleet list see: http://transphoto.ru/list.php?t=1&cid=22

Inaugurated 25 December 1934 linking the city with the local steelworks, the network expanded to the present five routes, on a ‘Y’-shaped network.

10. RUSSIAN TRAM BUILDERS

Uraltransmash 620027, Yekaterinburg, ul. Sverdlova, 6. Tel: +7 343 336 71 11 Fax: +7 343 229 77 00 E-mail: [email protected] Website: http://www.uraltransmash.com/

The origins of Uraltransmash lie in a state-owned gold-panning enterprise founded in 1817. By 1896 it was one of the eight largest industries in Russia, and was based in Yekaterinburg. It later became the only Soviet manufacturer to produce self-propelled mountings for artillery, and now builds oil well pumps and road trailers – as well as trams. In the latter sphere of production the company now focuses on four uni- directional, four-axle single-car types:

• 71-402: Brand-named Spectrum, this was the first of the new models, designed for use anywhere within Russia, powered by asynchronous traction motors, and with a control and diagnostics system based on microprocessor technology. The manufacturer claimed that it was the first tram in Russia to incorporate regenerative braking, and that compared with conventional vehicles of similar specifications, used up to 40% less energy. See: http://www.uraltransmash.ru/tram.html • 71-403: This version has a rather more streamlined front end. See: http://uraltransmash.com/rus/tramvainye_vagony/tramvainyi_vagon_71-403/ • 71-405: Various technical and aesthetic refinements. See: http://uraltransmash.com/rus/tramvainye_vagony/tramvainyi_vagon_71-405/ • 71-407: Features a low floor area between the bogies. See: http://uraltransmash.com/rus/tramvainye_vagony/tramvainyi_vagon_71-407/ • 71-409: A 100% low floor tram. See: http://www.uraltransmash.com/index.php?option=com_content&view=article&id=41&Itemid=59

Ust-Katav 45043 Chelyabinsk oblast, Ust-Katavm Zavodskaia 1. Tel/Fax: + 7 351 67 7 10 00 E-mail: [email protected] Website (Russian only): http://www.ukvz.ru/about/

Ust-Katav, in Chelyabinsk Oblast, is situated on the banks of the Yuryuzan river, and has a population of around 26,000. This town is the home of the S M Kirov tramway works, one of the oldest manufacturing concerns in Russia, the factory being founded in 1758. The first trams were built there in 1901. S M Kirov, after whom the works was named during the Soviet era, was a Bolshevik leader, assassinated in 1934, allegedly under Stalin’s orders. And it is after Kirov that the most numerous types of tram to be built for use in the USSR were built, KTM/KTP standing for Kirovsky Tramvay Motorny/Pritsepnoy (motor/trailer combinations). The first two-axle vehicles, KTM-1 and KTP-1, were built in the late 1940s. The KTM-1 was followed by the KTM-2 in 1957, while the KTM-3 never progressed beyond a prototype. There was no KTM-4, but the KTM-5, whose prototype took to the streets of Chelyabinsk in 1965, is without doubt the archetypal Russian tram of the post-war era. Around 14,000 were built between 1969 and 1992, a quantity only rivalled by the Tatra T3. The numerical designation 71-605 appeared in 1976, when the USSR introduced a common numbering system for all types of trams and metro trains. Over the years many KTM- 5s have been modernised, and re-designated KTM-5M, KTM5M-Ural, KTM-5M3, KTM-5M-5A and KTM- 5M-RM.

• 71-619KT: a four-door, four-axle uni-directional vehicle capable of hauling one or two type 71- 619-01 trailers. See: http://www.ukvz.ru/catalogue/view.php?id=51&ggid=1&flag=0 • 71-619A: a four-door, four-axle uni-directional vehicle, powered by asynchronous traction motors and equipped with electro-dynamic brakes. See: http://www.ukvz.ru/catalogue/view.php?id=74&ggid=1&flag=0 • 71-623: a four-door, four-axle uni-directional vehicle, powered by asynchronous traction motors, capable of recuperative braking, and featuring a low floor section between the bogies (40% of the total length of the vehicle). See: http://www.ukvz.ru/catalogue/view.php?id=81&ggid=1&flag=0 • 71-631: A three-section tram, mounted on three bogies (six axles). Photographs indicate that it is mostly low floor, has wide inter-car gangways, and is equipped with wheelchair ramps. It has asynchronous traction motors and a diagnostics system. It is also fitted with sat-nav equipment (Glonass). See: http://www.ukvz.ru/catalogue/view.php?id=106&ggid=1&flag=0

Vagonmash and PTMZ 194044 St. Petersburg, ul. Chugunnaya. Tel: +7 812 542 42 47 Fax: +7 812 542 00 83 E-mail: [email protected] ; [email protected] Website: http://www.vagonmash.ru/en_index.htm (Go to ‘Products and Services’ to access the PTMZ pages)

These two St Petersburg-based concerns represent the two types of Russian joint stock company. Vagonmash is a Closed Joint Stock Company ( Закрытое акционерное общество – ZAO), whereas PTMZ (St Petersburg Tram Engineering Company) is an Open Joint Stock Company ( Открытое акционерное общество – OAO). An OAO is a legal entity whose shares may be publicly traded without the permission of other shareholders, distributed to an unlimited number of shareholders, and sold without limitations, the permitted minimum capital in shares being 100,000 RUB. The shares of a ZAO are distributed among a limited number (maximum, 50) of shareholders, with a statutory minimum capital in shares of RUR10,000.

For details of Vagonmash see Sections 6 and 8 of this report.

PTMZ was founded in 1929 as a tram repair works and in 1933-34 expanded into full-scale tram and trolleybus manufacture as the Leningrad Tram and Trolleybus Works, assuming its present title in 1993 on restructuring and privatisation. In 2003 it was incorporated in the Dedal Group and since 2005 has formed part of the same industrial group as Vagonmash. Its products can be found at work on 23 urban networks in Russia. It is currently developing a suite of partially low-floor models powered by asynchronous traction motors and incorporating regenerative braking. The latest models are:

• 71-152 LVS-2005: Uni-directional, six-axle, articulated two-car tram, with 60% low floor. By 2010 25 71-152s were at work in St Petersburg. See: http://www.vagonmash.ru/en_products-10-3.htm • 71-153 LM-2008: Uni-directional, four-axle, non-articulated two-car tram, with 40% low floor. By 2010 15 were at work in St Petersburg, Nizhny Novgorod, Tula and Krasnojarsk, while a sixteenth was on test in Moskva. See: http://www.vagonmash.ru/en_products-10-4.htm • 71-154 LVS-2009: Bi-directional, eight-axle, articulated three-car tram, with 43% low floor, initially developed for the express tramway in Volgograd, where two are at present in service. See: http://www.vagonmash.ru/en_products-10-5.htm • 71-154M: Practically identical to the 71-154 LVS-2009. See: http://www.vagonmash.ru/en_products-10-6.htm

PTMZ also undertakes tram modernisation and rebuild projects, ranging from interior refurbishment to re- engining.

Foreign Tram Builders in the Russian Market

By mid-2012 two leading international tram builders had announced their intention of involvement in Russia, in the form of joint ventures:

Alstom On 16 November 2011 Alstom and Transmashholding, together with St Petersburg mayor Georgy Poltavchenko, signed a memorandum of understanding with a view to developing the city’s fragmented and run-down tramway network and creating a modern express tram system. Vehicles would be built at the OVERZ works. A prototype three-section tram was already being built, and on 27 February 2012 this was presented to Moskva mayor Sergei Sobyanin. The red, white and blue tram is based on the Citadis design, has a top speed of 75 km/h and runs on 1,524 mm gauge bogies. It is designed for a 30-year lifespan. Three styles of front end design and interior trim are offered by Alstom, ‘classic’, ‘dynamic’ and ‘friendly’, and trams are available in lengths of between 25 and 35 m, the longer vehicle having a capacity of 300 passengers.

Alstom Russia contact : Ekaterina Dobrogorskaya, Alstom Russia Tel: +7 916 982 45 17 E-mail: [email protected]

Transmashholding contact : Artem Ledenev, PR Director TMH Tel: +7 905 793 03 96 E-mail: [email protected]

Bombardier In February 2012 Uralvagonzavod and Bombardier signed a letter of intent outlining plans to build a factory in Yekaterinburg to manufacture trams. This would initially be an assembly facility for low floor (350 mm above rail top) vehicles with a 210-passenger capacity. Uralvagonzavod is keen on developing lithium-ion battery-powered trams, the power packs designed to last for 13 years and to provide an operating range of over 600,000 km.

Other companies Mention must be made of one major foreign tram supplier during the Soviet era, ČKD ( Českomoravská Kolben-Dan ěk) of Praha, in Czechoslovakia. Between 1960 and 1989 13,991 T3 trams were built (out of a total of nearly 20,000) and sold worldwide, a large number of them ending up on Russian networks, where many of them survive, arguably having long outlived their design life.

In the early 1990s the Inekon Group attempted to buy up the ailing ČKD, one result of the failed take-over bid being that some dissatisfied ČKD employees, including tram engineers, decided to switch loyalties and join Inekon. Inekon eventually formed a joint venture with municipal public transport operartor DPO Ostrava and became Inekon trams in 2005. Orders were small, but surprisingly included small batches for operators in the USA. The company, in a sense a successor to ČKD, has expressed its interest in the Russian and Chinese markets.

Pragoimax, founded in 1991, is another Czech engineering firm with an eye on the Russian market. In addition to modernising elderly Tatras, it has developed its own tram type, the Vario, with low floor sections. In 2007 it modernised T3R PV Tatras for Volgograd, the contract involving 112 T3s, and received a contract to build 16 new three-section Vario trams. The current fleet list indicates that fulfilment of these contracts is taking some time – perhaps because of financial constraints. In 2008 it was announced that Mosgortrans (Moskva) was interested in a three-car Vario LF tram, and one was duly delivered.