Krasnodar's Public Transport Crisis Deepens as Reforms Stall in 2026
Krasnodar, April 23 – Yug Times, Zukhra Kub.
Slow rollout of dedicated bus lanes, outdated ticketing systems, overcrowded vehicles without air conditioning—what remains unresolved in Krasnodar's public transport? In mid-April, the city hosted a meeting of the public working group on urban transit development, where participants raised and discussed the persistent challenges hindering the growth of passenger transport—a critical issue for a city evolving into a megacity and tourist hub.
What has been achieved over the past three years under the development program? What state is Krasnodar's public transport system in as of 2026, and what lies ahead—whether the reform continues its transformation or risks being scaled back?
At the end of 2025, Krasnodar ranked 45th out of 100 in SIMETRA's annual rating of Russian cities by public transport quality. The regional capital scored 38 out of 100 for affordability, 54 for comfort, and 52 for physical accessibility. Over the two years since the previous ranking, the city dropped 12 positions. This decline reflects a broader trend: in early 2022, Krasnodar held 26th place, and in 2021, it was 16th.
The deterioration of transport services in this million-strong city coincides with delays in implementing a long-awaited transit reform. Its framework was outlined in the Regular Passenger Transport Planning Document, approved by the city administration on March 31, 2023. The program sets development goals for 2023–2034, including a shift to gross-cost contracts, fleet modernization, and the introduction of dedicated bus lanes.
Originally, the plan also included a fare menu with discounted or free transfers and incentives for long-term unlimited passes (valid for 24 hours or more across multiple carriers)—a system akin to Moscow's Troika card, now operational in regions like Rostov Oblast and Stavropol Krai.
The reform envisioned a hub-and-spoke route network, integrating trunk and feeder services, along with transfer hubs to merge bus, trolleybus, and tram routes with off-street transport into a multimodal system. Another key initiative was the installation of real-time digital displays at stops, showing schedules and vehicle locations.
A priority was the expansion of electric public transport—trams and trolleybuses—on high-demand routes. At the 2022 St. Petersburg International Economic Forum, the Krasnodar regional government and Sinara Group signed an agreement to build over 35 kilometers of new tram lines by the end of 2026. The so-called Western Concession project aimed to improve accessibility in the Western Bypass area, with construction divided into three phases: - By 2024: A new tram line at the intersection of Moskovskaya and Krasnykh Zory Streets, plus a route from the Western Depot to the Nemetskaya Derevnya residential complex. - By late 2025: Extension from Nemetskaya Derevnya to the Basket-Hall sports complex. - By late 2026: Completion from Basket-Hall back to Moskovskaya Street.
Yet, as of 2026, not a single new tram line has been launched. Residents of growing neighborhoods like Gidrostroiteley and Rossinsky—where high-rises are springing up—continue to wait. The stagnation in tram development contributed to Krasnodar's 12-place drop in the 2025 transport quality ranking.
According to SIMETRA analysts, Krasnodar's tram system still falls short of trunk-line status, even in scheduling. Only routes No. 7 and 22 qualify as high-capacity. Other unfulfilled promises from the past three years include the fare menu and transfer hubs.
"Carriers are ready to switch to gross-cost contracts because they guarantee stable funding and payment for services rendered," says Ivan Petrov, president of the Kuban Transport Union. "They just need to fulfill their contractual obligations with the municipality. For carriers, this system is transparent, comfortable, and—most importantly—allows for planned fleet upgrades. I can't say for sure, but I suspect the budget is tight, which is why deadlines keep shifting. The cost of contracts for the 17 regulated routes is a heavy burden on the city budget. There are likely financial constraints. Krasnodar would benefit from larger, newer buses, but someone has to foot the bill. We must prioritize: Is it kindergartens or transport? The city administration has experienced managers, so I trust they've made the right call."
Petrov explains that fares on unregulated routes can be much higher than under gross-cost contracts, but revenues are unstable due to fluctuating passenger numbers.
"Regulated routes provide a social guarantee of service," he notes. "This isn't about economics—it's about the government's social obligations. Yet, oddly, bus operations remain commercial. This was once a profitable business, but passenger numbers are declining yearly, and in large cities, bus speeds are dropping too."
Despite Krasnodar's population growth, public transport ridership is falling. "Twenty years ago, you'd see far fewer private cars clogging the streets. Now, take Severnaya Street—it's one giant traffic jam. Where did all these cars come from? Likely, these drivers gave up on public transport," Petrov adds.
Federal Support Could Help
Participants in the recent working group meeting argue that not all pressing issues were addressed.
"Valuable time was spent on secondary matters or rehashing old information," says Marina Repeshchuk, head of the Transport Initiative public movement, who attended the session. "I wanted to hear how public transport will develop moving forward. The reform initially promised gross-cost contracts, a unified fare system, and transfer hubs. Now, suddenly, we're told there's no money."
According to Krasnodar's press service, the meeting discussed updating private carriers' fleets under federal programs led by the Ministry of Transport, Ministry of Industry and Trade, Ministry of Finance, or Ministry of Construction. To facilitate this, carrier licenses have been extended from one to five years, allowing commercial firms to participate alongside municipal operators.
The Ministry of Industry and Trade's co-financing program offers leasing subsidies (40% federal funding) to help regions acquire new buses at reduced costs—unofficially dubbed the "40-60 Program".
"This is serious support," Petrov confirms. "Last year, most new buses in Sochi, Tuapse, and other municipalities were purchased through this program. Without it, the number of updated vehicles would be minimal. This year, three Krasnodar carriers have applied; their requests are under review. We'll know the outcome in two or three weeks. A fourth carrier is still crunching the numbers to see if they can handle the leasing payments."
From 2027 to 2031, Kuban Transport Union members plan to acquire 270–325 new vehicles under the program—assuming five-year licenses are secured. The exact models and their advancements remain unclear.
"The program covers various buses, depending on the route's needs," Petrov explains. "Carriers prioritize passenger volume. A large bus costs significantly more than a mid-sized one. For example, a modern Gazelle minibus runs about 5 million rubles, while a mid-sized PAZ bus costs 8–9 million rubles—nearly double. A full-sized bus starts at 16 million rubles and can exceed 20 million. Carriers must at least recoup these costs and cover leasing payments through fares."
However, not all operators can take advantage of this opportunity—and passenger demand isn't always the limiting factor.
Ilya Zotov, deputy chair of the Public Council at Russia's Ministry of Transport and a member of the State Council's Effective Transport System Commission, notes that the 40-60 Program requires regulated fares, a fixed contract term, and a designated route.
"Most beneficiaries are municipal enterprises," Zotov says. "The program doesn't allow private individuals to buy vehicles and transfer them between municipalities. If that happens, it's illegal. Regulatory agencies monitor compliance. Overall, there's no large-scale system to help private carriers on regulated routes update their fleets. Krasnodar's case is complex and requires acceleration."
Tensions and Setbacks
Relations between the city administration and transport companies have grown strained. In April 2025, the mayor's office sued 11 carriers for violating passenger service terms—specifically, deploying old, non-air-conditioned buses instead of the contracted modern ones. The municipality has repeatedly sought early termination of licenses for operators failing to meet standards.
"Since 2018, routes 1, 28, 31, 51, and 58 have been required to have air conditioning—but compliance is lacking," Repeshchuk says. "Routes 21, 45, 51, 56, 58, 105A, 166A, 174A, and 187A must have functional digital displays and audio stop announcements. These are regulated routes where conditions were specified in tender documents years ago, yet no one enforces them."
Earlier this year, the Krasnodar Regional Antimonopoly Service found that the city's largest carriers—MUE KTU, Kuban LLC, and Tekhnotrans-Yug LLC (controlling over 50% of the market)—had unjustifiably inflated fares between 2023 and mid-2025. The agency ruled this an abuse of dominant position and ordered corrective measures.
Dedicated Lanes: A Work in Progress
Another major issue is the slow implementation of bus lanes.
"Progress is painfully slow, and enforcement is weak," Repeshchuk says. "Activists pushed for traffic cameras, hoping they'd prioritize penalties for drivers blocking bus lanes—to finally speed up public transport. But so far, fines are issued for seatbelt violations or smoking, not for lane infringements."
Zotov argues that increasing transit speeds via dedicated lanes is critical for Krasnodar.
"It's essential, because it doesn't matter if the vehicle is old or new if it's stuck in traffic," he says. "Public transport must move faster than private cars. We need a balanced parking policy to clear lanes for buses and trams, plus full cashless fare collection, with options to buy tickets in cash at stops or top-up points. Drivers should focus on driving, not selling tickets—this affects both speed and safety."
While complaints about the transport system are numerous, Zotov believes the situation isn't yet at a "critical horizon" where reform becomes impossible.
"As long as the system still functions, it can be maintained and improved," he says. "The exception is if tram tracks are removed—then revival becomes far harder. Despite the many criticisms, Krasnodar's transport is gradually improving: tram purchases, track reconstruction, and bus fleet updates are underway. But the pace must accelerate, and more large-scale measures are needed."
