Companies that build railway roads. Who gets the largest Russian Railways contracts? City Culture Center seven days a week

1. Andrey and Alexey Krapivin

Amount of contracts: 334 billion rubles

Former Yakunin adviser (pictured) Andrei Krapivin, as RBC reported, died in April 2015. Companies controlled by Andrei Krapivin’s son Alexey and his partners Valery Markelov, Boris Usherovich and Yuri Obodovsky won Russian Railways tenders for 334 billion rubles. The companies won contracts for the development of the Eastern training ground of Russian Railways with a total value of 184 billion rubles and a contract for the design of railway facilities for 150 billion rubles.

According to Reuters, since 2007, Krapivin Sr. has been a partner of German Gorbuntsov in the Capital Trade Bank, in which Russian Railways placed large deposits. In 2008, the bank was unable to return a $1 billion deposit from Russian Railways. A criminal case was opened against Gorbuntsov in Russia, but he managed to leave for London, where a few years later an attempt was made on his life. Gorbuntsov provided Reuters with bank documents, which show that from 2007 to 2013, $2.5 billion transferred under contracts from Russian Railways was transferred through the accounts of ten companies with nominee and dummy directors.

2. Igor and Artem Chaika

Amount of contracts: 210 billion rubles

At the end of 2012, the Russian Railways subsidiary Beteltrans (BET) won a competition for the supply of sleeper products for 2013-2019 worth 202 billion rubles. BET produces about 95% of sleepers in Russia. In July 2014, Russian Railways sold 50% minus 2 shares of BET at a competition for 3 billion rubles (almost at the starting price) to T-Industry CJSC. The beneficiary of the majority stake in this company is Kazakh entrepreneur Dmitry Grechanichenko, 30% is controlled by the youngest son of Prosecutor General Yuri Chaika, Igor (pictured).

The eldest son, Artem Chaika, also does business with Russian Railways. In February 2014, he became the owner of the Berdyaush Nonmetallic Company. In 2012-2013, Berdyaush won tenders for long-term supplies of crushed stone for Russian Railways with a total value of about 8 billion rubles.

3. Dmitry Pumpyansky

Amount of contracts: 132 billion rubles

In the summer of 2014, Ural Locomotives LLC, the Sinary joint venture of Dmitry Pumpyansky and Siemens, produced the first Lastochka electric trains. The partners invested 10 billion rubles in the enterprise. Currently, Russian Railways has about fifty such electric trains in its fleet. According to an agreement concluded in 2011, by 2023, Ural Locomotives committed to supply a total of 240 trains to the monopoly.

In 2015, Russian Railways signed an additional agreement with Ural Locomotives, and the contract amount increased from 87 billion to 118 billion rubles due to the devaluation of the ruble. In June 2015, at the St. Petersburg Economic Forum, Russian Railways signed an agreement with Siemens for maintenance of Lastochkas worth €1.7 billion for a period of 40 years. In addition, contracts for servicing locomotives worth 14 billion rubles from Russian Railways were received by Sinara’s subsidiary STM-Service.

4. Anatoly Antipov

Amount of contracts: 95 billion rubles

The management company Transyuzhstroy was founded and controlled by Anatoly Antipov, who has worked at BAM since the 1970s. Antipov is a former business partner of the Vice President of Russian Railways for construction complex Oleg Tony. In 2002, Antipov received a stake in Transstroibank, controlled by the Baltic Construction Company and personally by Oleg Tony. At the same time, Igor Nayvalt, Tony and Antipov founded BSK LLC. In 2004, Tony went to work for Russian Railways, now he is vice president of construction. In 2009, Transyuzhstroy received one of the highest-budget contracts without competition Olympic construction(preparatory work for the construction of a combined railway and road from Sochi to Krasnaya Polyana for 29 billion rubles) and won a competition for 13 billion rubles for the construction of part of this road. Currently, Transyuzhstroy is carrying out a contract worth 53 billion rubles for the development of the Eastern training ground of Russian Railways.

5. Iskander Makhmudov, Andrey Bokarev, Mikhail Zelman (from right to left)

Amount of contracts: 94 billion rubles

Founders of the manufacturer passenger cars and Transmashholding locomotives, billionaires Makhmudov and Bokarev each sold 25% of the shares to Russian Railways in 2007 and to the French Alstom in 2010. Until recently, the monopoly supplied Transmashholding with large orders - approximately 70% of the holding's products were produced under contracts with Russian Railways totaling $2-3 billion per year (Forbes calculations). In 2014, Transmashholding sold 660 locomotives to Russian Railways for 77 billion rubles. In addition, the subsidiary of the TMH-Service holding has concluded contracts with the monopoly for the maintenance of rolling stock for 68 billion rubles. In December 2014, Yakunin said that the monopoly was going to sell a blocking stake in Transmashholding, motivating the decision by the emergence of competition in the market in the form of two manufacturers (Sinara and Transmashholding). In February 2015, the board of directors of Russian Railways approved the decision to sell.

In 2004, restaurateur Mikhail Zelman founded the Arpikom company (restaurants Kolbasoff, Goodman and Filimonova and Yankel). A year later, Makhmudov became the owner of 50% of the company. In 2007, Arpicom and Russian Railways established a joint venture " Unified network Nutrition" (ESP), which began organizing meals for passengers on Sapsan trains. In the summer of 2010, the assets were merged into the Food Service Capital holding. At the end of 2013, Makhmudov became its sole owner, then Forbes estimated the annual revenue of the holding’s Russian assets at $200 million. Now ESP owns factories that produce more than 17,000 meal sets for passengers railways and more than 7,000 kits for air passengers. In 2014, businessman Andrei Shokin acquired the ESP from Makhmudov.

6. Vladimir Vasiliev

Amount of contracts: 14 billion rubles

In 2007, Yakunin and St. Petersburg entrepreneur Vladimir Vasiliev founded the company "Real Hunt", which leased a forestry plot in Leningrad region. The partners met in the mid-1990s; Vasiliev was then working in a company that was building Yakunin’s country house. In 2008, Vasiliev founded R-Industry Corporation LLC, which, according to zakupki.gov.ru, won contracts for construction and installation work on the Sverdlovsk Railway for a total amount of about 14 billion rubles.

7. Alexey and Dmitry Ananyev

Amount of contracts: 3 billion rubles

The Ananyevs have been working with railway workers since the early 1990s. In 1993, their company Technoserv A/S equipped the main computer center of railway control systems with used mainframes. Technoserv A/S won a contract for 1.9 billion rubles from the legal successor of the Ministry of Railways, JSC Russian Railways, for the supply and installation of equipment for the main computer center. In 2004, the Technoserv A/S project to implement a Unified Corporate Automated System for Managing Finances and Monopoly Resources, which united more than 15,000 jobs at 3,000 enterprises, was recognized as the largest in Europe.

The construction of new railways in Russia will allow for productive modernization and rapid economic development of the country. For this purpose, in 2000, the Development Strategy of Russian Railways, designed until 2030, was developed and approved.

The country's strategic plans for the construction of railways

Half the term has passed. What awaits the railway industry in the remaining years, how the economic situation will affect the implementation of the plan and what to expect from the implementation plan in the future, are thought in the Government and in the railway industry divisions.

It must be said that until today, the conditions for promoting the Strategy plan have always been difficult. Crises and economic difficulties did not contribute to the rapid growth of the total length of railway tracks in Russia. If by 1992 the total length of steel tracks was 87 thousand km, then over the next 15 years, as a result of the construction of new railways, the national network increased by only 9 thousand km.

Railway high-speed lines

But Russia ranks second in the world (after China) in the electrification of railway tracks. Eco-friendly and cheap electric trains allow you to reduce costs and transport great amount if not cargo, then passengers. The electrified tracks in our country today amount to 43 thousand km.

The target version of the Strategy provides for by 2030:

• lay 20.7 thousand km of railway;
• update 23 thousand locomotives;
• supply 1 million freight cars;
• launch more than 23 thousand passenger cars;
• increase motor-car rolling stock by 24.5 thousand units.

The plans are colossal. Particularly important is the construction of the railway in the south, the Far East and Siberia. Close friendly relations with China and a weakening partnership with Europe have led to the signing today of a Russian-Chinese agreement on 10 billion Chinese investments in the construction of a high-speed railway between Moscow and Beijing.

The parties also signed an agreement under which by 2018 (for the FIFA World Cup) they will build a 770-kilometer section connecting Moscow and Kazan. Moreover maximum speed trains will reach 400 km/h.

By 2030, the all-Russian high-speed railway line will be 5 thousand km.

Construction of a railway bypassing Ukraine

Considering that the railway line between Rostovskaya and Voronezh regions crossed the Russian-Ukrainian border twice, it was decided to begin construction of a railway bypassing Ukraine. For this purpose, railway troops were involved, which, according to Lieutenant General O. Kosenko, head of the Main Directorate of the Russian Railways, are ahead of schedule by 20, and in some areas even 40%.

4 mechanization battalions from 3 military districts (900 military personnel and more than 350 pieces of equipment) are laying out a 20 km long section. This efficiency will allow the canvas to be delivered ahead of schedule for 2018. And this is especially important in connection with the worsening relations with Ukraine and military actions in the east of the neighboring power.

The Millerovo-Zhuravka railway line will allow travel from Rostov to Voronezh only through safe Russian territory

Railway lines of the north

As you know, our North and East are rich in minerals. To reduce the cost of transporting extracted materials, in November 2011 a highway was laid from Tommot to Yakutsk. And another project, the construction of a railway bridge across Nadym, is being carried out by Mosstroy-12 with the help of German engineers from DB International. This will make it possible to implement projects to provide Russia with minerals and raw materials faster and cheaper.

By the way, the Strategy provides for the construction of railway tracks to places where new mineral deposits are still being developed. Moreover, rolling stock and construction of railway infrastructure should be carried out only at domestic enterprises. This will help solve the problem of employment of the population.

In the national interests of our country, the Strategic Plan for the development of the Russian railway network provides for the prevention of technological and scientific-technical dependence on foreign sources. For this purpose, comprehensive fundamental and applied research is carried out by Russian specialists.

The PV.RF portal offers readers a list of companies specializing in solving construction, repair, transport, trade problems and problems of the railway industry. Our catalog publishes fresh, up-to-date information about the activities of organizations, data for communication with representatives of enterprises.

Is the construction of railways and highways the main activity of your company? You can place information about your company in the popular publication PV.RF and soon hundreds of our readers - managers, industrialists, businessmen - will know about you.

Features of railway construction

The transport industry is of great strategic importance for the country. Railway — a connecting link between individual regions of Russia, business partners, industrial complexes, private entrepreneurs, and millions of traveling people.

Cargo and passengers travel along transport arteries every day. Russian Railways plays an important role in the country's economy and logistics. Its infrastructure needs to be developed, improved, reconstructed in some places, expanded to the North-West and East of the country, seaports, important trade and economic hubs and settlements RF.

The responsible task of constructing and repairing railway tracks is carried out by specialized companies. Difficult work requires professionalism, strict adherence to technologies for developing, laying, updating tracks, the availability of special equipment and qualified personnel. Requirements for the work of companies involved in railway construction , regulated by state standards and regulations.

Failure to comply with technology can lead to tragic consequences, so choosing a contractor is a serious task that requires a balanced decision. Reputable companies engaged in the construction of high-speed and ultra-high-speed railways , As a rule, they offer the full range of work from project development and its approval to commissioning of the facility and maintenance.

An important set of tasks that enterprises have to solve includes issues related to ensuring the safety of trains in harsh conditions. climatic conditions, on overloaded routes, when the railway runs on difficult soils, etc.

• Construction of new lines.
• Construction of second tracks.
• Electrification.
• Reconstruction of objects.

Services for the construction of high-speed or other types of railway lines may be needed in connection with an increase in freight turnover or passenger traffic, due to the need to create additional stations and nodes. New connecting tracks will reduce the length of shipments and reduce the time passengers spend on the road.

Each railway industry has its own characteristics. Thus, there is a difference between high-speed railway construction and high-speed railway construction. The first industry is designed to travel at speeds of up to 350 km per hour, the second to operate at speeds up to 250 km per hour. Without exception, all technical features of roads are taken into account at the stage of designing railway tracks. More detailed information Information about industry development and construction services can be obtained from representatives of specialized companies from our catalogue.

Classification of types of railway construction

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Railway construction includes

Construction of new railways;

Construction of second tracks;

Electrification of railways;

Reconstruction (redevelopment) of existing railways;

Reconstruction of stations and nodes.

Newly built railways are divided into universal and specialized.

Universal Railways are designed both for the transportation of passengers and cargo for various purposes (oil, coal, timber, engineering products, building structures, etc.). Most of the railways already built and those under construction are exactly like this.

According to their capacity, purpose and mechanical equipment, railways are divided into pioneer,

connecting,

unloading;

built immediately to the design capacity or with the expectation of its gradual strengthening;

having diesel or electric traction.

In addition, railways can be divided into those built for normal gauge (1520 mm), European (1435 mm) and narrow gauge (760 mm).

Pioneer railways are built mainly to develop developing areas. Their throughput capacity is relatively small - up to 1 million tons of cargo per year. However, when designing them, one should take into account the subsequent increase in cargo turnover - the possibility of opening additional separate points, increasing the useful length of receiving and departure tracks; the parameters of the lower track structure (subgrade, culverts) must comply with the design standards for category I and II railways. In difficult sections, the pioneer railway can be laid along long-term bypass routes.

Connecting Railways are designed to reduce the length of freight travel and reduce the time spent by passengers on the road. The power of such a road, as a rule, must correspond to the power of the lines it connects. The following roads were built as connecting roads: Astrakhan-Guriev, Beineu-Kungrad and others.

In some cases, instead of increasing the capacity of an existing railway, it may be advisable to build another line in the same direction, but along a different route - an unloading line. When individual lines are transferred to high-speed passenger train traffic, freight flows from them are switched to other lines that are newly built for this purpose or to existing ones that require additional reconstruction. Thus, one of the purposes of the Baikal-Amur Mainline was, in essence, to unload the Trans-Siberian Railway. Freight traffic from the St. Petersburg-Moscow railway has been transferred to the Sankovskoye direction.

Railways can be built immediately at full capacity if the productivity of the enterprise for which they are intended to transport cargo is known in advance. Commercial railways owned by private owners (investors) are immediately put into permanent operation fully completed (“turnkey”) so that in the future there will be no problems with their strengthening.

The capacity of newly built railways can be increased in stages.

At the first stage, the line is surrendered within the scope of the launch complex, the minimum required to open constant train traffic (the volume and cost of work performed is 70-80% of the design). The purpose of such a line (in general, a pioneer line) is to transport goods for the construction of enterprises, the development of an uninhabited area, etc. In the future, as enterprises are ready and the construction of cities and towns is completed, its capacity is increased to its design capacity.

Depending on the design cargo turnover, the line can be built for diesel or electric traction.

As a rule, universal railways are initially built as single tracks. However, in some cases, if it is necessary to ensure a large freight turnover, the railway can be built with two tracks at once with simultaneous electrification. At the end of the 19th century. For a number of roads, the lower structure was built for two tracks at once (for the future), and the upper structure was designed as a single track.

Narrow gauge railways in Lately almost never built. Existing roads in certain directions are being transferred to a normal track everywhere. So, in the 60s. During the development of virgin lands in Kazakhstan, narrow-gauge roads were initially built, but almost immediately they were switched to a normal gauge of 1520 mm. The Chudovo-Novgorod narrow-gauge railway was in operation for a long time. Separate timber transport lines are still in operation. Narrow gauge is used on children's railways. However, even here there are already significant difficulties - the rolling stock, the elements of the upper structure of the track (rails, switches) are worn out, and new structures are not produced by industry.

Specialized Newly built railways can be designed (and suitably equipped) for the transportation of one (general) type of cargo (coal, oil, timber). On such lines, heavy-duty, specialized rolling stock of great length is used. Weight loads on the track reach up to 30 tons per axle. Ego determines increased power upper structure. Increased demands are placed on subgrade soils, methods of compaction and structures. Such lines can be built for two tracks at once. There are significant features in the design of stations and nodes (especially those intended for receiving goods from suppliers and transferring them to consumers).

Express and high speed Railways also have a number of features. If the first ones are allowed freight transportation, then the latter are intended only for transporting passengers. High-speed railways include the following speeds: passenger trains which reach speeds of up to 250 km/h, and high-speed ones - up to 350 km/h.

Construction of second tracks

One of the main ways to increase the throughput and carrying capacity of existing railways is construction of second tracks.

It is advisable to organize the construction of a second track along the entire direction at once. At the same time, the problem of increasing the line capacity is being solved for the future. The organization of construction is also simplified - units systematically move from one stretch (section) to another. Construction can be carried out according to single- or multi-beam schemes, with the sequential commissioning of limiting stages into permanent operation.

If there are insufficient material resources, it is possible to initially build double-track inserts on limiting sections, subsequently, after a relatively long time, connecting them into continuous second tracks.

Recently, in order to reduce the duration of construction, construction has been practiced on a wide front. At the same time, contract and design documentation is prepared for each individual stage. Bidding is being held to carry out work on it, after which work on the stages is carried out simultaneously by several contractors.

Reyljan, 53, has extensive experience in supervising large construction projects: he came to the Ministry of Regional Development in 2009 from business and was responsible for construction as deputy minister Olympic venues in his hometown Sochi. Before entering the civil service, Reylyan managed to work in private business: he was a co-owner of the Armstroy group, in 2007–2009. worked as managing director of Basic Element and general director of Transstroy (both companies of Oleg Deripaska), from where he moved to the Ministry of Regional Development. In 2013, after the dissolution of the Ministry of Regional Development, Reylyan was transferred to work at the Ministry of Construction, where he also became deputy minister.

As Reylyan himself told Vedomosti, after leaving the civil service in February 2016, he decided to return to the construction business. “Due to my experience, working on small projects was a bit boring. I looked around and decided that the construction of railways was interesting to me,” said Reylyan. Immediately after his dismissal, he acquired the Sochi company Spetstransstroy, whose revenue did not exceed 300 million rubles. Soon, RZDstroy chose this company as the sole supplier of services for the reconstruction of the Kotelnikovo - Tikhoretskaya - Korenovsk - Timashevskaya - Krymskaya section (part of the Southern RZD site). The amount of contracts then amounted to almost 8 billion rubles.

Reylyan did not say how much he bought the company for and what helped it immediately become a major supplier to Russian Railways. Judging by the income declarations that he published while working in the Ministry of Regional Development and the Ministry of Construction, in 2009–2014. he and his wife earned 21.99 million rubles. He did not publish the declaration for 2015. However, this is probably only a small part of his income. The annual remuneration of Basel's top managers is very significant, says Marina Tarnopolskaya, managing partner of the Kontakt agency: taking into account all payments, it can be $10–20 million or even more.

But Reylyan’s purchases were not limited to just one company. At the end of 2016 and the beginning of 2017, he bought 85% in Transyuzhstroy Management Company. By 2014, this company won orders from Russian Railways for work on the BAM and Trans-Siberian Railway (Eastern range of Russian Railways) for 61.9 billion rubles. True, over the next three years, Transyuzhstroy distributed almost half of this portfolio to other contractors.

Thus, in 2016, the company placed an order for 6.56 billion rubles. the Stroyputinvest company of former partners of Presidential Assistant Igor Levitin and 5.97 billion rubles. - Stroynovation company Ziyavudin Magomedov. Already under the new owner, Transyuzhstroy in 2017 gave away a significant part of the contract at the Eastern training ground worth 15.5 billion rubles. corporation "R-Industry" and company "R-Vostok". These structures, according to SPARK, are controlled by Vasiliev.

Reiljan says that he himself was the initiator of reducing the portfolio at the Eastern test site, explaining that his priority is the Southern test site, and he did not have enough capacity and resources to carry out all the work. The ex-official does not rule out that after completion of work in the south of Russia he will return to BAM.

New leader

In response to the question why a quarter of Transyuzhstroy’s portfolio went to Vasiliev, the ex-official says that he did not choose who to transfer the order to. Vasiliev’s structures won an open competition for the assignment of rights to carry out these works, says a representative of Russian Railways. Vedomosti was unable to find any mention of this competition on government procurement websites.

Successful managers

How former managers of the structures of Alexey Krapivin and his partners make money on Russian Railways contracts
Until 2016, Transstroyresurs was a small company with annual revenue of 257 million rubles. In 2015, he received orders from Russian Railways for 345 million rubles. The beneficiaries of the company were Natalya Labanova and Konstantin Manoli, about whom Vedomosti was unable to find out anything. In 2016, Transstroyresurs received a license from the Ministry of Emergency Situations for the right to carry out installation, maintenance and repair of fire safety equipment for buildings and structures, after which the company’s business began to grow by leaps and bounds.
In 2016, the company concluded 61 contracts worth 1 billion rubles with Russian Railways and RZDstroy. In April 2017, the now quite prominent supplier Russian Railways acquired new owner– Vasily Boyko, according to SPARK data. Boyko previously worked as the liquidator of Traffic Safety LLC, whose beneficiaries were Krapivin, Markelov and Usherovich. This year, the number of Transstroyresurs contracts increased to 283, and their amount already amounted to 3.2 billion rubles. These were mainly small tenders for equipping train stations and railway stations with fire automatic systems.
This year, Russian Railways contracts for 1 billion rubles. was received by the Transport Technologies company established in 2015. In May 2017, it was acquired by Sergei Mashkov, the former general director of Kontur+ CJSC, among whose co-owners were Boris and Elena Usherovich.
Another former general director of Usherovich’s company Genkom LLC, Ilya Kryuchkov, in May 2017 acquired Transport Complex LLC, which received 1.8 billion rubles from Russian Railways in 2017. for the supply of communication equipment. Another supplier of communication equipment for Russian Railways with an order book for this year of 1.3 billion rubles. – Vintegra Telecom LLC – in 2017 went to Nikolai Alekseev, a minority shareholder of STC information Technology", co-owned by Krapivin and his partners.

Reylyan's concession brought St. Petersburg businessman Vasiliev to the top suppliers of Russian Railways. His corporation “R-Industry” had successfully worked with the state monopoly before, but was not one of the largest suppliers. Since its establishment in 2008, the company has grown rapidly due to contracts from Russian Railways for the construction of sections of the Sverdlovsk Railway; by 2014, its annual revenue reached 7.9 billion rubles.

Vasiliev is a longtime acquaintance of the ex-head of Russian Railways, Vladimir Yakunin, and Vedomosti’s sources in Russian Railways assumed that after the change of the company’s president, difficult times would come for Vasiliev’s contracting business.

Indeed, after the appointment of Oleg Belozerov as president, in 2016 Vasiliev’s R-Industry did not receive a single major Russian Railways contract. But this year the bad streak ended and Vasiliev’s structures received a record volume of orders from Russian Railways: in addition to the assigned contract to Transyuzhstroy, they themselves won several competitions for facilities in Siberia and on the BAM - receiving contracts in 2017 for a total of 19 billion rubles.

Yakunin himself told Vedomosti that he met Vasiliev 10 years before joining Russian Railways (he joined the Ministry of Railways in 2003, and in 2005 became president of Russian Railways). In the 1990s. a construction company in which Vasiliev was a junior partner built a log house for Yakunin in the Leningrad region, the former head of Russian Railways himself said, without specifying where exactly the construction was taking place. It is known that in 1996, Yakunin became one of the co-founders of the Ozero dacha cooperative, whose members included Putin and his close friends, co-owners of Rossiya Bank Nikolai Shamalov and Yuri Kovalchuk.

In the 2000s. Vasiliev, according to Yakunin, called him among the co-founders hunting farm in the Priozersky district. However, Yakunin assured that long-standing acquaintance and joint passion for hunting did not help Vasiliev’s “R-industry” to receive Russian Railways contracts.

But Vasiliev built and hunted not only for Yakunin.

Friend the builder

In the 2000s. Vasiliev, together with Shamalov, became co-founders of the Priozersko-Melnikovsky Hunting Society and fishing, located next to the Yakunin hunting farm. Vasiliev also became a minority shareholder and general director of the Modul group, one of the projects of the Rosinvest company created by Shamalov and Dmitry Gorelov, as well as their friend Sergei Kolesnikov.

It was Kolesnikov who in 2010 told in an open letter to Dmitry Medvedev, who then held the post of President of Russia, how, in the interests of Putin, he, Shamalov and Gorelov raised funds for large projects, the most famous of which was the “Putin Palace” built near Gelendzhik. Because of the palace, there was almost no money left for other projects, including Module, Kolesnikov wrote. "Module" was responsible for the construction of a factory for the production of blocks from which it would be possible to assemble medical centers countrywide. Vasiliev should have been in charge of the medical centers, Kolesnikov argued in the letter.

In October 2016, Vasiliev first became a partner of Kovalchuk and another shareholder of Rossiya Bank, a distant relative of Putin, Mikhail Shelomov (he now owns 6% of the shares of Rossiya Bank). Together they established Igora Drive LLC in St. Petersburg, in which Vasiliev and Kovalchuk each have 25%, and Shelomov - 50%. "Igora Drive" is engaged in the project of a race track of the same name, which is planned to be built near St. Petersburg next to ski resort“Igora” was designed by the German architect Hermann Tilke, who designed the Formula 1 tracks, including in Sochi, Fontanka and other St. Petersburg media reported. The Igora resort also belongs to the Kovalchuk family. According to Reuters, Kirill Shamalov, the son of Putin's old friend, and the president's alleged daughter Katerina Tikhonova got married here in 2013.

It is not known who initiated the construction of the race track. The website of the G-Energy racing team owned by Vasilyev says that the businessman himself is an active pilot. In 2016, he took 2nd place in the rally in Qatar and in the Baja (a type of rally raid) “Russia - Northern Forest”. Vasiliev did not answer Vedomosti’s questions sent to him.

Old connections

The railway contracting business is also growing among structures associated with Krapivin and his partners Boris Usherovich, Valery Markelov, Yuri Obodovsky. Seven companies owned directly by partners - OSK 1520, UK BSM, Foratek energotransstroy, Bamstroymekhanizatsiya, Lengiprotrans, Dalgiprotrans and Roszheldorproekt - are part of the 1520 Group of Companies. In 2017, according to SPARK, they received state monopoly contracts worth 22 billion rubles. against 4 billion in 2016. However, a representative of the group claims that the order portfolio is smaller - 17 billion rubles.

Markelov also has his own business related to supplies to Russian Railways: he owns 80% of the largest fuel supplier PKP Moboil, which received contracts from Russian Railways in 2017 for 13 billion rubles.

Russian Railways has many suppliers who have one thing in common: they belong to former or current managers of different companies that are shareholders of the 1520 Group of Companies. Individually, these firms are not among the largest suppliers, but together they collect contracts for an impressive amount. This year – by 39 billion rubles. Last year – by 24 billion rubles.

If all of them are also connected with Krapivin, then the total order portfolio exceeds 60 billion rubles. And this is a third of all major contracts for Russian Railways this year. It is incorrect to add the indicators of other companies to the group’s contract portfolio, argues a representative of the 1520 Group of Companies. He refused to comment on the personal business of shareholders and former managers.

Last year, a representative of Krapivin told Vedomosti that it was planned to transfer other companies associated with the group’s shareholders to the 1520 Group of Companies, but so far its composition has not changed. What kind of companies could these be?

In 2017, it became known that Krapivin may also be related to Elteza, the largest Russian manufacturer of railway automation and remote control equipment, which unites eight electrical plants. It was believed that this was a joint venture between Russian Railways (50% plus 1 share) and a subsidiary of the Canadian Bombardier - BT Signaling B.V. (49.99%). But when an investigation into Bombardier’s corrupt deals in Azerbaijan began in Sweden at the end of 2016, documents were found confirming that 74% of the Dutch BT Signaling B.V. controlled by Krapivin and Obodovsky (the latter is on the board of directors of Elteza), according to Swedish and Canadian media, as well as the Russian Novaya Gazeta.

Krapivin refused to comment on the composition of Elteza’s shareholders, but noted that he was interested in this asset. “We are considering the issue of including the Elteza company in the 1520 Group of Companies,” a representative of the businessman told Vedomosti.

Elteza received orders worth 19 billion rubles from Russian Railways. in 2016 and by 8 billion rubles. in 2017. After which she herself held competitions, which were often won by suppliers associated with the 1520 Group of Companies. OSK 1520 and Transzheldorproekt, owned directly by Krapivin and his partners, won Elteza contracts worth 1.1 billion rubles this year.

Who lost

But not all major Russian Railways contractors managed to maintain this status.

Problems arose with Vitaly Bril, the owner of the Stroyputinvest company and a former business partner of the assistant to the President of Russia, former Minister of Transport Igor Levitin. In the spring of 2016, his company received a large contract worth 6.5 billion rubles from Russian Railways for the first time in several years. – to carry out construction work at the Eastern training ground. Transyuzhstroy shared the contract with him.

The largest projects of Russian Railways

1. Modernization of BAM and Transsib
Cost 562.4 billion rubles.
The infrastructure project “Modernization of the railway infrastructure of the Baikal-Amur and Trans-Siberian railways” was launched in 2013. Its goal is to develop and update the railway infrastructure for the removal of coal and ores from existing and promising deposits of the landfill by 2020 in the direction of sea ports and border transitions Far East.

2. Approaches to the ports of the North-West
Cost 253.4 billion rubles.
Investment project “Development and renovation of railway infrastructure on the approaches to the ports of the North-Western Basin.” The goal is to increase the transportation of goods to ports in St. Petersburg, Leningrad and Murmansk regions by 20.9 million tons from the 2015 level to 145.6 million tons.

3. Northern latitudinal passage
Cost 235.9 billion rubles.
The concession project is being implemented with the support of Gazprom. It involves the construction of the Northern latitudinal route Obskaya - Salekhard - Nadym - Pangody - New Urengoy– Korotchaevo and railway approaches to it total length 707 km. The projected volume of transportation will be 23.9 million tons (mainly gas condensate and oil cargo).

4. Approaches to the ports of the south
Cost 155 billion rubles.
The investment project “Development and renewal of railway infrastructure on the approaches to the ports of the Azov-Black Sea basin” sets the goal of doubling cargo delivery to the ports of Novorossiysk, Tuapse and Taman to 125.1 million tons.

But at the end of the year, troubles began to fall on Stroyputinvest. First, in December 2016, the Federal Agency for Railway Transport (Roszheldor, subordinate to the Ministry of Transport) filed a lawsuit in the Moscow Arbitration Court, demanding that Stroyputinvest pay a penalty. We were talking about two old contracts from 2010 (at that time Levitin was still a minister) for the construction of a new line of the Losevo - Kamennogorsk railway to transfer freight traffic to the ports Gulf of Finland. The cost of the work was set at 22 billion rubles, the contract execution period was until December 31, 2012. Stroyputinvest did not meet the deadline, and later, by government order dated April 14, 2014, the project itself was changed. The deadline for completion was shifted to 2016. The fact that Stroyputinvest missed the deadline for delivery under the original contract was only remembered in Roszheldor in the summer of 2015, when it sent a claim to the company. She remained unanswered. After 1.5 years, Roszheldor went to court. In May 2017, the Moscow arbitration court ordered to recover almost 955 million rubles from Stroyputinvest. penalties.

By that time, it turned out that Bril’s company had missed the deadlines for the new contract: Russian Railways filed a claim against it for 816 million rubles. True, the court did not proceed with the case because Russian Railways did not provide the original documents.

But this did not help Stroyputinvest. In 2016, the company suffered losses for the first time - by 1.25 billion rubles, and its revenue for the year decreased by almost 2 times from 3.9 billion to 2.1 billion rubles. In the spring of 2017, three of the four companies included in the Stroyputinvest group were declared bankrupt - Stroyputinvest itself, the United Construction Group and Mekhkolonna. Vedomosti was unable to contact Bril. A representative of Russian Railways assures that Stroyputinvest continues to work at the Eastern training ground on account of the advance payment previously paid to it. “If the obligations of JSC Stroyputinvest are not fulfilled in accordance with the terms of the agreement, JSC Russian Railways has the right to present its demands to Stroyputinvest again,” he emphasizes.

Things didn’t go well for Magomedov’s Stroynovatsiya, to which Transyuzhstroy also transferred part of the contract for the Eastern training ground last year. In 2016, Stroynovatsiya suffered a net loss of almost 1.5 billion rubles for the first time in five years; its revenue decreased by almost 2 times compared to 2015 to 6.4 billion rubles.

In December 2016, Russian Railways filed a claim against Stroynovatsiya for 116 million rubles. – penalties for delaying construction work at the Eastern site. The Moscow Arbitration Court rejected the claim because Russian Railways itself was to blame for missing deadlines by not providing the contractor with design documentation. The Court of Appeal upheld this decision. But the company's problems did not end there. In the spring of 2017, a bankruptcy claim against Stroynovatsiya was filed by its contractor Eles-Ruspacific, to whom the company owed only 300,000 rubles. The decision to initiate bankruptcy proceedings has not yet been made; the court hearing has been postponed several times. The next one is scheduled for the end of October.

A representative of Stroynovatsiya told Vedomosti that the statement about the company’s bankruptcy is incorrect, and the lawsuit itself is not related to Russian Railways. “The company continues to fulfill its obligations to implement contracts,” he says. In early September, at the Eastern Economic Forum, the head of the Summa group, Magomedov, told the RNS agency about the possible sale of Stroynovatsiya and another engineering company, Globalelectroservice.

Questions for contracts

“The fight for Russian Railways contracts has intensified. And now the competition is primarily based on the price of a service or product,” says Krapivin.

But officials think differently. Russian Railways is the leader among state-owned companies in the number of complaints about procurement, Rachik Petrosyan, deputy head of the Federal Antimonopoly Service (FAS), told Vedomosti. In 2016, out of 298 complaints reviewed by the department, 148 were considered justified.

Auditors of the Accounting Chamber who checked the use of funds from the National Welfare Fund for the largest Russian Railways project in last years– modernization of BAM and Trans-Siberian Railway, noted that the regulation on the purchase of goods from July 2014 allows the state monopoly, without competitive procedures, to increase the volume of work and contract prices by 30%, arbitrarily change suppliers and place orders with a single supplier. Moreover, the decision on the need to purchase from a single supplier could be made by many managers at all levels - from the president of Russian Railways to the heads of structural divisions. At least in 2017, RZDstroy made the bulk of its purchases from single suppliers, Vedomosti was convinced by studying the contracts signed by the company.

Even at most open auctions, according to the Accounts Chamber, in 2016 the reduction from the initial maximum price was only 0.5%, in in rare cases- 1%. That is, any participant who makes one move at the auction becomes the winner. As an example, the Accounts Chamber cites an auction for more than 2 billion rubles. It was attended by the Transkomplektavtomatika company, whose owner Yaroslav Kolesnik was the liquidator of one of the structures of Markelov, Krapivin and Usherovich, and the subsidiary of Russian Railways, Elteza. With an initial price of 2.267 billion rubles. Elteza won the auction, asking for 99.5% of the initial maximum price for the services. Then the winner appointed the loser, Transkomplektavtomatika, as the executor of the order. The Accounts Chamber did not find any affiliation between the companies.

Russian Railways explained that in 2016, at the request of the Transyuzhstroy Management Company, part of the work was transferred to other companies in order to prevent delays in the commissioning of facilities, according to the report of the Accounts Chamber. According to auditors, the assignment of an order worth more than 10 billion rubles. contradicts the goals of developing fair competition, ensuring transparency of procurement and preventing corruption, but does not violate the law.

Russian Railways took into account all the recommendations of the FAS and the Accounts Chamber, a company representative said. This year the number of procurement participants has increased, he says. Also, now the decision to purchase from a single supplier in Russian Railways can only be made by the president and the heads of the railways. In 2017, Russian Railways, according to its own data, saved only 4% of the initial minimum prices on all contracts, and RZDstroy saved only 1%.

The share of contracts with a single supplier worth more than 200 million rubles. accounted for 40%. High level procurement from a single supplier is due to RZDstroy’s performance of work at federal facilities in a short time frame, as well as work that is a natural continuation of previously completed work when it is necessary to ensure legal succession, explains a representative of RZD.