RAIL, METRO AND TRAM NETWORKS IN RUSSIA - 2014

image Yekaterina Kazakova/Transmashholding

B R O O K S

M A R K E T

I N T E L L I G E N C E

R E P O R T S

RAIL, METRO AND TRAM NETWORKS IN RUSSIA - 2014

Brooks Events Ltd © 2014. All rights reserved. A Brooks Reports Publication 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. No part of this publication may be reproduced, stored in a retrieval system, or transmitted in any form or by any means, without the prior permission in writing of the publisher, nor be otherwise circulated in any binding, cover or electronic format other than that in which it is published and without a similar condition including this condition being imposed on the subsequent purchaser /borrower.

B R O O K S

M A R K E T

I N T E L L I G E N C E

R E P O R T S

CONTENTS

1. INTRODUCTION

5

2. DEVELOPMENT OF THE RUSSIAN RAILWAY NETWORK

6

3. THE RUSSIAN RAILWAY NETWORK

10

Russian Railways (RZD)

10

The Russian rail network – key data

10

RZD traction and rolling stock

11

RZD traffic in 2014

15

RZD financial highlights

16

RZD investment plans

18

Russian railway cartography

18

The 16 RZD geographical operating Divisions

19

Kaliningrad Division

20

Moskva Division

21

October Division

22

Northern Division

24

Gorky Division

24

Southeastern Division

25

North Caucasus Division

26

Kuibishev Division

27

Privolzhsk Division

27

Sverdlovsk Division

28

South Urals Division

28

West Siberian Division

29

Krasnoyarsk Division

29

East Siberian Division

30

Trans-Baikal Division

31

Far Eastern Division

31

4. CURRENT MAJOR INFRASTRUCTURE PROJECTS

32

Finance

32

The rail bottleneck crisis

34

High-speed lines

36

New lines and major upgrade projects

40

BAM and Trans-Siberian upgrades

40

Moskva

41

St Petersburg District – serving Ust-Luga

43

Access to Caspian and Black Sea ports

44

Northern Longitudinal Railway

47

Elegest to Kyzyl and Kuragino Railway

48

Tobolsk to Surgut and Korotchaevo upgrade

48

Forging links with China and the Far East

49

Far East to Europe freight corridors

52

All change on Sakhalin

54

Railway signalling in Russia

56

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5. RAILFREIGHT IN RUSSIA

58

A global leader

58

Operators, wagon lessors, leasing companies and wagon manufacturers

58

Wagon fleet structure dynamics

63

RZD’s railfreight role in perspective

65

RZD freight subsidiaries

69

Private wagon operating companies

73

Major private and partially-private rail networks

82

6. PASSENGER RAIL SERVICES IN RUSSIA RZD passenger service subsidiaries Private passenger operators

89 89 101

7. THE RUSSIAN ROLLING STOCK INDUSTRY Principal manufacturers R&D and testing facilities

106 106 121

8. RUSSIAN METRO NETWORKS

122

Chelyabinsk Kazan Krasnoyarsk Moskva Moskva Monorail Nizhny Novgorod Novosibirsk Omsk Rostov-na-Donu St Petersburg Samara Ufa Yekaterinburg

122 123 123 123 125 125 126 126 126 127 128 128 128

9. TRAMWAY NETWORKS IN RUSSIA

129

10. TRAM BUILDERS FOR THE RUSSIAN MARKET

157

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6

PASSENGER RAIL SERVICES IN RUSSIA RZD PASSENGER SERVICE SUBSIDIARIES RZD (the parent company) is only responsible now for certain high-speed and new services. These include operation of the eight Class B1/B2 Velaro RUS (‘Sapsan’) EMUs between St Petersburg, Moskva and Nizhny Novgorod, and certain members of the Class ES1 Desiro RUS (‘Lastochka’) EMU fleet on 160 km/h middle-distance services. Following restructuring, the remainder of RZD’s passenger operations have been farmed out to various subsidiaries.

MODAL SPLIT – PASSENGER TRAFFIC IN RUSSIA (%) 2009

2010

2011

2012

2013

Rail

37.5

32.6

31.4

30.6

28.6

Road

34.9

33.0

31.1

28.1

24.6

Air

27.7

34.5

37.5

41.4

46.7

Notable here is the strong growth in the share of airline passenger transport in 2012 and 2013. This begs the question – will a high speed rail network development help to reverse this trend, as has been the case in some countries in Europe – or is Russia too large for this to happen yet? RZD reckons the strongest competitive threat to rail transport in Russia comes from air, which benefits from speed, absence of price regulation, and airline flexibility in commercial and marketing policies. Passenger traffic by air doubled between 2007 and 2013, with a 21.2% increase in the share of modal split. RZD also admits that long-distance coach operators in Russia now offer comparable or higher levels of comfort than on some trains, and at lower fares, but only for journeys of up to around 400 km.

RZD NETWORK PASSENGER PATRONAGE (MILLIONS OF PASSENGERS)

Suburban Long distance High speed Total

2009

2010

2011

2012

2013

% Change 2012/13

1,019.4

831.6

878.3

942.2

968.8

+2.8

117.5

114.9

114.8

116.6

110.7

-5.1

0.04

1.9

2.8

3.2

3.8

+18.1

1,136.9

946.5

993.1

1,058.8

1,079.6

+2.0

RZD NETWORK PASSENGER TURNOVER (BILLION PASSENGER-KM)

Suburban Long distance High speed Total

Rail, Metro and Tram Networks in Russia - 2014

2009

2010

2011

2012

2013

% Change 2012/13

38.2

28.0

29.3

31.6

32.7

+3.5

113.3

110.9

110.5

113.0

105.8

-6.4

0.02

1.2

1.6

1.8

1.9

+9.2

151.5

138.9

139.8

144.6

138.5

-4.2

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High-speed operations RZD considers some of its services provided by Class ES1 Desiro RUS (‘Lastochka’) EMUs as falling into the high-speed category, even though the maximum speed of these trains is 160 km/h. Between 2009 and the end of 2013 12.5 million passengers were carried, 1.1 million on Allegro services, 10.9 million on Sapsan services, patronage increasing by 9.2% between 2012 and 2013. The average seat occupancy on Sapsan services in 2013 was 92.7%, and it is reckoned that there is still latent demand to be tapped between Moskva and St Petersburg. RZD is considering the use of double-deck high-speed trains on this route. ‘Lastochka’ services were used by 511,187 passengers during the first year of operation. More details of RZD’s plans for high-speed service expansion are given in the Section 3.

HIGH SPEED OPERATIONS IN 2013 Train type

Top service speed

Start of service

Routes

Sapsan

250 km/h

17 December 2009

Moskva–St Petersburg

Sapsan

250 km/h

30 July 2010

Moskva–Nizhny Novgorod

Allegro

220 km/h

12 December 2010

St Petersburg–Helsinki

Lastochka

160 km/h

23 January 2013

St. Petersburg–Bologoye / Veliky Novgorod

Lastochka

160 km/h 28 April 2013–31 July 2013

Moskva–Nizhny Novgorod

Federalnaya Passazhirskaya Kompaniya (FPK) (Federal Passenger Company) 107078 Moskva, ul Mashi Poryvayevoy, 34 Tel: +7 (495) 988-10-00, +8 (499) 260-84-74 Fax: +8 (499) 262-33-49 E-mail: [email protected] Website: http://fpc.ru/ General Director: Akulov Mikhail Pavlovich The three private concerns focus mainly on the lines from Moskva to St Petersburg and Nizhny Novgorod. RZD’s share comprises the Sapsan services between these three cities and the Lastochka EMUs (Desiro RUS) on St Petersburg–Velikiy Novgorod, St Petersburg–Bologoye, Moskva–St Petersburg and Moskva–Nizhny Novgorod services. From 1 August 2013 the Lastochkas used on the last-mentioned route have been leased to RZD. The only regular foreign operator activity on the network is that of VR in the Karelia Trains joint venture with RZD between Helsinki and St Petersburg. The FPK subsidiary (the Russian equivalent of a public limited company), responsible for longdistance passenger operations, was founded on 3 December 2009 and started its economic activities on 1 April 2010. RZD owns 100%-1 shares and Zheldorreforma one share. Its authorised capital was originally RUR136.8 billion, rising to RUR148 billion on 31 December 2012. FPK’s mandate is to make its services more profitable, working together with the State and Obast authorities. It is responsible not only for domestic long-distance services, but also for those to and from neighbouring countries, including the CIS group. It originally had 16 geographical branches (from 2013 15, following elimination of the Kaliningrad branch), 39 carriage depots, 35 carriage stabling points, 15 railway agencies and two baggage service centres. Locomotives and crews are leased from RZD, costing RUR3.05 billion in 2010. Investment scenarios for the decade up to 2020 envisage spending between EUR5.9 and 10.1 billion on rolling stock modernisation and replacement, with between 1,540 and 1,698 new carriages acquired between 2010 and 2013, and between 4,080 and 6,864 between then and 2020. On 2 March 2012 FPK was granted a EUR312.2 million loan from Gazprombank with which to acquire new carriages. This follows on a EUR120.3

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million loan granted by VTB in January 2012. One objective is to introduce double-deck stock where demand exists. A double-deck train carries the same number of passengers as two singledeck rakes of stock, but uses 50% less line capacity (with an important decrease in track access charges), and only requires one locomotive, instead of two. One of FPK’s first major steps, in September 2010, was to introduce a weekly through train linking Moskva with Nice. By 2013 the average occupancy level was 34%. In December 2011 the through carriage between Moskva and Paris, which was scheduled to spend most of a day in Berlin Hbf, was transformed into a faster through train, taking two days and one night. In 2015 three 20-car rakes of variable-gauge Talgo stock, which in summer 2014 starting authorisation testing in Germany, are to be introduced on services between Moskva, Warszawa and Berlin. 200 carriages built by Siemens (Wien) and TVZ (Tver) to the RIC loading gauge for international overnight services are authorised in Russia and in Europe. These were delivered between 2012 and 2014, and in summer 2014 were introduced on Moskva to Wien and Praha services. They have also been used since 1 June 2014 on the ‘Lev Tolstoy’ Moskva to Helsinki service, and will in the near future appear in Nice and Paris. At the end of 2013 FPK had a workforce of 77,843. There were 22,294 carriages, which that year covered 3.6 billion carriage km. Regulated long-distance services generated RUR77.7 billion, deregulated long-distance services RUR59.5 billion and long-distance international services RUR29.0 billion. The long-distance transport of baggage (including unaccompanied) and mail generated RUR9.2 billion, and other business activities RUR20.7 billion. The company’s main achievements in 2013 included a redesign of the client section of the RZD website, with simplified procedures for booking tickets by e-mail, and an easy to use English language version. In January a new service was started between Moskva and Nazran (trains 145/146 ‘Ingushetiya’). Ingushtiya Republic agreed to compensate FPK for any shortfalls in the operation of the service. In February a new daily Moskva–Yaroslavl service was started, with locomotive-hauled stock replacing the EMUs used hitherto. In April yield management fares were offered on trains 46/45 between Moskva and Voronezh, and were extended to 118 other train (21% of all services). In June a new service (trains 9/10) started between Moskva and Bryansk, with a fastest eastbound time of 4h29. The same month a car transporter was incorporated in trains 29/30 linking Moskva and St Petersburg. The modernisation of Mineralniye Vody carriage depot was completed in August, enabling it to accommodate new double-deck carriages. Design capacity was increased four-fold, making this the largest carriage depot in Russia. In November 2013 rakes of double-deck sleepers were introduced on trains 103/104 on the Moskva–Adler route. In 2014 FPK had a fleet of 50 double-deck sleeping cars and plans to acquire 65 more. It is planned to use double-deck stock on the following routes: Moskva–St Petersburg, Moskva–Kazan, Moskva–Novorossiysk, Moskva–Kislovodsk, St Petersburg–Kislovodsk, Nizhny Novgorod–Adler, Kislovodsk–Nizhny Novgorod, Moskva–Samara and Moskva–Penza. During 2013 FPK acquired 395 carriages, but disposed of 1,479 to tailor fleet requirements more precisely to demand. As is apparent in many countries in Europe, overnight services are not always popular, nor are they economically viable, especially where a journey can be comfortably completed in a day. FPK is thus looking at ways to reduce the number of (in Russian terms) short-haul overnight services and replace these with fast daytime trains. In 2013 234 services were accelerated, and in 2014/15 it is planned to increase the number of fast daytime trains on the Nizhny Novgorod–Kirov, Kazan– Izhevsk, Krasnodar–Adler and Rostov–Krasnodar routes, and raise the number of daytime services on the Moskva–Bryansk, Moskva–Voronezh and Moskva–Nizhny Novgorod routes. Priority routes for service acceleration are Moskva–Yaroslavl (279 km), Moskva–Samara (1,038 km), Moskva–Adler (1,750 km), Moskva–Belgorod (895 km), Moskva–Kyiv (839 km, this until early 2014 being envisaged for operation using Talgo stock) and Moskva–Kaliningrad (1,290 km). FPK is currently aiming to develop the integration of its services with both local (PPK) trains and local bus services, with advertised connections. The routes where this was introduced in 2013 were Moskva–Smolensk, Moskva–Bryansk, Moskva–Yaroslavl, St Petersburg–Pskov, St Petersburg– Petrozavodsk and Valuyki–Stariy Oskol. Rail, Metro and Tram Networks in Russia - 2014

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