06 NOVEMBER / 2023 / 12:39
56 years ago, on November 6, a momentous event unfolded, marking one of the most significant chapters in the history of Azerbaijan—the inauguration of the Baku metro. The developmental timeline of the Baku metro unfolds in distinct phases with varying perspectives and approaches. From the outset of the project, the construction and commissioning stages were clearly delineated. Designers and builders reached a consensus to execute construction in four shifts. The inaugural stretch of the first line, spanning 10.1 km, featured stations with their current names, including "Icherishehar," "Sahil," "28 May," "Ganjlik," "Narimanov," and "Khatai." The first five stations commenced operations on November 6, 1967, with Khatai joining on February 22, 1968.
Examining the history of the Baku metro from a socio-political perspective reveals three distinct stages: the period preceding Heydar Aliyev, the Heydar Aliyev era, and the Ilham Aliyev era. Given that the entire 56-year operation of the metro coincides with the celebration of the 100th anniversary of the Great National Leader in the country and considering the wealth of significant events in metro construction, a more accurate focus would be on the Heydar Aliyev era of metro development. One of the republic's plans for the near developmental future was to address issues in the transport system, especially passenger transport in Baku. Extensive study of the most advanced examples of global experience, consideration of local conditions, and seeking optimal solutions through comparative analyses characterized this effort. The Great National Leader, in his role as the head of the Communist Party of Azerbaijan, identified the development of the metro as the best solution to the situation, making the rapid realization of plans for the Baku metro's construction in the coming years a primary objective. During this period, crucial strategic decisions in the republic were made by the central government in Moscow. The construction of the Baku metro fell under this category, and the authorities in the republic had limited influence in such matters. Heydar Aliyev entrusted important tasks to the delegation sent to Moscow concerning railway construction and the development of other industries in the republic.
However, he personally oversees the future of metro construction in Baku and, when necessary, engages directly with authorized representatives of the central government and official party officials in Moscow, successfully influencing decisions that pave the way for the project's objectives. This wasn't easily comprehensible. In general, Moscow's directives for the construction of the Baku metro were flawed in some instances due to their lack of foresight and perspective. The warnings from local experts, opposing demands to reduce the financial scope of projects and emphasizing the potential for major issues in the future, were unfortunately disregarded. During the defense of projects for the first metro launch area in Baku at the Ministry of Transport and Construction of the USSR, the minister proposed shortening the length of passenger platforms at stations to decrease the financial burden of the works, accommodating the operation of trains with fewer cars. At that time, Konstantin Senchikhin, the director of the "Bakumetro project" Institute, voiced his disagreement with this proposal, presenting solid evidence to demonstrate that the minister's suggestion was unfounded and even detrimental.
In the early years of Heydar Aliyev's leadership of the republic, a comparable scenario transpired. The stance from Moscow was centered on the argument that the construction of the Baku metro necessitated an overwhelming allocation of financial resources, thereby emphasizing and urging the republic to take on the responsibility of funding the entire project.
Heydar Aliyev, discerning the significance of adhering to urban planning principles, found numerous cost-cutting proposals unacceptable. These propositions, in direct contradiction to established urban development guidelines, particularly in densely populated areas, were deemed unsuitable by Aliyev. His unwavering commitment to the construction of well-planned infrastructure and residential areas was evident even in the 1970s. This commitment led the leadership of the republic to resolutely reject unfavorable proposals for Baku, exemplified by their steadfast stance on the 2.2-kilometer stretch between the "Narimanov" station and the "Ulduz" station.
Commissioned on April 17, 1970, the "Ulduz" station played a pivotal role in connecting Baku's expansive industrial district to the city center, etching a significant chapter in the chronicles of the Baku metro's history. Notably, this station marked a historic moment as it was the first where Heydar Aliyev participated in the inauguration as the head of the republic. During the opening rally, Aliyev, then leading the party organization of the republic, lauded the efforts of the metro builders and underscored a heightened commitment to the development of metro lines in the forthcoming years.
Approximately two and a half years post the inauguration of the "Ulduz" station, the metro lines further expanded to reach the "8th kilometer," a burgeoning residential area undergoing development. On November 6, 1972, commemorating the 5th anniversary of the Baku metro's inception, three additional stations—"Mashadi Azizbeyov" ("Koroglu"), "Avrora" ("Gara Garayev"), and "Neftchilar"—opened their doors to passengers. The Great National Leader, speaking at the rally above the "Neftchilar" station, extended congratulations to metro builders, operators, the population in that area, and the entire city of Baku for this momentous and historical achievement. He acknowledged the dedicated efforts of the metro builders, highlighting their pivotal role in this success.
Among the rally participants, only a few metro construction managers were privy to the fact that, according to the initial project, only two stations were intended to open on that day instead of three. The previous project, depicting the "Neftchilar" station after "Mashadi Azizbeyov," proved entirely irrelevant to the prevailing requirements. The notion of having just two stations on a 5-kilometer underground railway line in a rapidly developing area with extensive residential infrastructure was deemed unacceptable in terms of long-term perspective and optimal functionality of underground roads. Heydar Aliyev disagreed with this situation and effectively modified the project that had been prepared several years ago with inaccurate forecasts. This modification led to the establishment of the present "Gara Garayev" station, aligning with the head of the republic's vision to connect remote residential areas to the city center. The subsequent phase involved extending the underground lines from "Gara Garayev" to another expanding residential district, the Ahmadli settlement.
However, preparations for the continuation of Phase II were impeded, primarily due to Baku's evolving development prospects and geological challenges. This phase encompassed the extension of the Green line, which initially had only one station. Builders encountered substantial hydrogeological challenges from the shared station of both lines, " 28 May," towards the North side. Reflecting on the difficulties associated with the construction of the "Nizami" station, the Great National Leadder reminisced, "I remember that the 'Nizami' station was ready in 1976. How many times did it flood? Once in the morning when they came to work, they reported that the tunnel was completely filled with water. What a difficult task it was to get him out of there. Or every time the tunnels were dug, water came out. You should know that the underground geological structure of Baku is very complex. Since there was no water in Baku in the past, wells were dug. About 100 years ago, only well water was used in Baku. Even if those wells are closed now, their lower part remains. Our metro builders have come across such wells many times, and water has come out of them. Sometimes people are in dire situations there. But they did not give up their work."
The interior design of the "Nizami" station, commissioned on December 30, 1976, marked a significant contribution to Azerbaijan's architectural art on the world stage. Heydar Aliyev, with a professional background as a graduate of the architecture department of the Azerbaijan Industrial Institute (now the State Oil Academy), played a crucial role in shaping the beauty and design of metro stations. Aliyev, as a professional architect, shared his insights and recommendations with the project authors, Mikayil Useynov and Mikayil Abdulayev, in creating aesthetically pleasing metro stations. The Great National Leader expressed, "Thus, we have created good metro stations. That's why the metro is, at the same time, a cultural and architectural monument."
The Baku metro's history spanning over three decades is intricately connected with Heydar Aliyev's name. Under his direct support, 21.5 kilometers of the city's underground railway lines, equivalent to 40.7 kilometers and comprising 14 out of 27 stations, were successfully built on time. Heydar Aliyev viewed the Baku metro as a legacy from the recent past and envisioned entrusting it to future generations capable of elevating its development further.
President Ilham Aliyev, succeeding Heydar Aliyev's endeavors since 2003, continued the legacy of building an independent, free Azerbaijan. His commitment to the Baku metro's development was evident as he stated, "God willing, in the next 3-4 years, Azerbaijan's income will increase significantly. I want to inform you that this income must be used to continue the construction of the Baku metro."
The subsequent years witnessed significant progress, with the elimination of operational challenges in underground roads and the purchase of 155 new cars by 2011. Resuming unfinished construction works in the northern area after almost two decades, the first station of that area "Nasimi" was operationalized on December 9, 2008. Notably, an unprecedented sequence occurred with the commissioning of metro stations for two consecutive years – "Azadlig Prospekt" and a new exit for the existing "28 May" in 2009, followed by "Darnagul" on June 29, 2011, which remains the latest addition to the Green Line.
The commitment to the Baku metro's future was formalized through the "State Program of 20-year development of the Baku metro," signed by President Ilham Aliyev on November 10, 2008. This program outlined various initiatives, including the construction of new stations and depots, second exits at single-exit stations, independent movement on operational lines, and the introduction of scientific and technical advancements. As per the presidential decree, the Cabinet of Ministers of the Republic of Azerbaijan received a mandate to formulate the comprehensive "State Program of 20-year development of the Baku metro." This strategic project was to be meticulously crafted, considering both the current status and the potential future expansion of densely populated regions in Baku. The Cabinet was specifically tasked with incorporating insights into the number of metro passengers, the anticipated growth, and the various directions of movement within the city. The directive emphasized the importance of drawing on recommendations and proposals from relevant institutions, underlining a collaborative approach to shaping the development program. This inclusive process aimed to gather expertise and insights from diverse stakeholders to ensure that the proposed 20-year plan for the Baku metro aligned with the city's evolving needs, population trends, and transportation requirements.
The "Conceptual development scheme of Baku metro lines" received official approval through the Decree of the head of state on March 18, 2011, outlining additional measures for the prospective development of the Baku metro. This comprehensive program unfolded with a multifaceted approach, encompassing various critical elements to enhance the metro system. The key components of the program included:
1. New Third Line Development: The construction plan incorporated the establishment of 5 stations and 1 power depot on the new third line, demonstrating a commitment to expanding the metro network to better serve the growing needs of the city.
2. Green Line Expansion: The program aimed to extend the existing Green Line by constructing a new power depot and introducing 3 additional stations. This expansion was a strategic move to accommodate the increasing demand for metro services.
3. Enhancing Station Accessibility: Recognizing the importance of passenger convenience and safety, the initiative involved the construction of second exits at single-exit stations, ensuring improved accessibility and streamlined movement within the metro stations.
4. Independent Movement Organization: To enhance operational efficiency, the program focused on organizing independent movement on the lines already in operation, optimizing the flow of trains and minimizing potential disruptions.
5. Transition Stations Construction: The construction of transition stations connecting existing lines with the newly planned lines aimed to create a seamless and integrated metro network, facilitating efficient transfers for passengers.
6. May 28 Station Reconstruction: The program emphasized the completion of the reconstruction of the "28 May" station, underscoring the commitment to upgrading and modernizing existing metro infrastructure.
7. Car Park Update and Modernization: A significant aspect of the initiative involved updating and modernizing the metro car park, ensuring that the rolling stock met contemporary standards and providing a safe and comfortable experience for passengers.
8. Safety Measures and Quality Improvement: Ensuring the safety of trains and elevating the overall quality of passenger transportation were key objectives. The program sought to implement measures that would enhance safety protocols and improve the overall quality of the metro service.
9. Increased Train Capacity: Responding to the growing demands, the program envisaged increasing the number of cars from 5 to 7 on newly constructed lines. This move aimed to accommodate higher passenger volumes efficiently.
10. Incorporation of Scientific and Technical Advancements: Embracing progress, the initiative aimed to introduce scientific and technical achievements, along with new technologies, into the metro system. This forward-looking approach sought to keep the Baku metro at the forefront of technological advancements in the transportation sector.
11. Modern Equipment Acquisition: To ensure uninterrupted and continuous power supply, the program included provisions for the acquisition of modern equipment, emphasizing the importance of reliable energy infrastructure for the metro system.
12. Personnel Training and Social Protection: Recognizing the pivotal role of personnel in the metro system, the program highlighted the importance of ongoing training for metro staff. Additionally, it aimed to strengthen social protection measures for the well-being of the workforce.
13. Normative Legal Framework Enhancement: The initiative envisioned improvements to the normative legal framework governing the metro system, fostering a regulatory environment that aligned with the evolving needs and standards of the Baku metro.
In a nutshell, this comprehensive program represented a holistic and forward-thinking strategy for the Baku metro's development, addressing infrastructure expansion, operational efficiency, passenger experience, and the integration of cutting-edge technologies.
A historic turning point occurred on February 27, 2014, with the establishment of the "Baku Metropoliten" CJSC through the reorganization of Baku Metro and Azertunelmetrotikinti Joint Stock Company. Tasked with adapting to new economic relations, employing modern technologies, and addressing social issues, "Baku Metropoliten" CJSC successfully navigated its initial nine years of operation.
The initial nine years of operation of the Baku metro in its new format stand as a testament to the successful resolution of various challenges. The strategic initiatives implemented during this period aimed at optimizing the metro's performance, adhering to operational rules, and enhancing the overall quality of service. At the outset, concerted efforts were made to address impediments hindering the fulfillment of primary tasks in underground transportation. Several measures were taken to rectify issues, including the discontinuation of commercial services that had a detrimental impact on the architectural features of the stations. This step contributed to preserving the aesthetic integrity of the metro infrastructure. Additionally, a focus on maintaining a clean and organized appearance within the stations and at crossings was emphasized. This not only enhanced the overall passenger experience but also underscored the commitment to creating a visually appealing and efficient metro environment. Strengthening the technical base emerged as a crucial facet of the improvement strategy, particularly in terms of enhancing sanitary conditions. The implementation of advanced devices for the video surveillance system played a pivotal role in bolstering safety measures, reflecting a proactive approach to ensuring the well-being of passengers.
Renewing the car park, a fundamental component in facilitating the passenger transportation process and adhering to schedules, yielded positive outcomes. The strategic reinforcement of the material and technical base contributed to the improvement of car repair quality, movement, and other technical equipment and mechanisms essential for the seamless organization of passenger transportation. As a result of these concerted efforts, the Baku metro experienced tangible improvements within a relatively short timeframe.
A notable achievement in the Baku metro's recent operational history is the substantial reduction in the number of unscheduled trains returning to the depot due to breakdowns before completing their full working time. This improvement signifies a marked increase in the reliability and efficiency of the metro system. One particularly noteworthy milestone is the cessation of the previous practice of sending carriages to repair enterprises in Moscow, Kharkiv, and Tbilisi. This practice, while addressing major repairs, had posed challenges and significantly impacted the overall cost of passenger transportation. Since 2015, the Baku metro has successfully abandoned this approach, ushering in a new era of self-sufficiency and cost-effectiveness. In response to this shift, a dedicated service equipped with all the necessary tools and equipment was established. This service used to operate based on the limited conditions at the "Narimanov" electric depot, which has become the focal point for major repairs and modernization of cars. This strategic move not only contributes to the cost-effectiveness of maintenance operations but also ensures that the metro's rolling stock is promptly and efficiently serviced within the local infrastructure.
The implementation of numerous innovations has played a pivotal role in enhancing the quality of repairs at various stages carried out within the depot of the Baku metro. The reconstruction of repair shops and the incorporation of new equipment have not only significantly increased labor productivity but have also elevated the overall quality of work. Simultaneously, these advancements have led to a reduction in manual labor, showcasing the metro's commitment to efficiency and modernization. One notable improvement is the adoption of innovative cleaning methods, such as vacuuming and steam-powered floor washing machines, specifically designed for cleaning carriage cabins. These technologies address challenges related to cleaning inaccessible areas and removing stubborn stains, thereby contributing to a more thorough and effective cleaning process. In alignment with the objectives outlined in the relevant Decree of the head of state, repair and reconstruction works have been diligently carried out in several stations, vestibules, and tunnels. These efforts are aimed at ensuring that the metro's infrastructure meets the highest standards of safety, functionality, and aesthetics. A particularly significant event was the opening of the second exit of the "Academy of Sciences" station. This development is crucial in alleviating the strain on the station, which had reached the limit of overloading, thereby mitigating potential safety concerns. Furthermore, the main lobby of the "Academy of Sciences" station underwent a thorough renovation, reflecting a commitment to creating a modern and welcoming environment for passengers. The metro system's commitment to quality extends to various other stations, vestibules, and tunnels. Overhauls have been conducted at pedestrian crossings of stations including "Khatai," "Sahil," "Bakmil," "Ganjlik," "Narimanov," "Gara Garayev," "Neftchilar," "Khalgar Dostlugu," and "Inshaatchilar." Additionally, the middle hall of the "Nizami" station has undergone comprehensive renovations, further contributing to the metro's overall improvement initiatives.
Other critical initiatives have been undertaken to address and enhance the infrastructure of the Baku metro. Strengthening problematic areas within the tunnels has been a priority, ensuring the structural integrity and safety of the metro system. A significant milestone was the modernization and reconstruction of key substations, including "Icherishehar" and "Sahil" substations. One of these substations, responsible for providing traction power to trains, underwent modernization for the first time. These efforts were aimed at increasing the reliability of electricity supply to the metro system, contributing to its overall efficiency and operational stability. In a strategic move, two substations within the depot were relocated to new buildings equipped with modern equipment. This relocation aimed to optimize the functionality of the substations, incorporating advanced technology to meet the evolving needs of the metro. One particularly innovative measure is the creation of the capability to be fed from the emergency power supply source of the metro itself in case of a transmission issue from the central electricity source. This provides a crucial backup solution, ensuring continued operation during emergencies and power transmission disruptions. The establishment of an autonomous power station based on diesel generators within the metro area is a testament to the metro's commitment to resilience and preparedness. The significance of addressing the metro's power supply was underscored during a meeting in the Cabinet of Ministers on July 3, 2018, where the head of state emphasized the importance of resolving issues related to the country's electricity supply, with specific attention to the metro. Comprehensive renewal and modernization efforts have been undertaken across various areas crucial for the metro's normal operation. These include innovations in road management, ventilation and plumbing facilities, signaling and communication systems, as well as passenger service equipment and facilities at stations. Significant upgrades have been implemented in various aspects of the Baku metro system, reflecting a commitment to modernization and efficiency.
1. Escalator Replacement: Almost 80 percent of the escalators at metro stations have been replaced with newer, more modern models. This initiative aims to enhance passenger safety, reliability, and overall efficiency in vertical transportation within the metro system.
2. Ventilation Efficiency Measures: New fans and measures to increase the efficiency of ventilation have been introduced, contributing to improved climatic conditions within the stations and tunnels. These enhancements are aligned with established norms, ensuring a comfortable environment for passengers.
3. Microprocessor Centralization for Movement Organization: The application of microprocessor centralization in the organization and management of movement, starting from the Violet line, lays the foundation for the Communication-Based Train Control (CBTC) system. CBTC is considered one of the most modern and advanced systems in railway transport, offering increased safety and efficiency.
4. Road Monitoring and Diagnostic Complex: Continuous monitoring of the condition of the underground roads is crucial for ensuring safety in railway transport. The introduction of a diagnostic complex, capable of examining roads and metro infrastructure using more than 40 parameters and over 100 measurement criteria, represents a cutting-edge approach. This complex not only allows for constant monitoring but also significantly improves the efficiency of both current and fundamental repairs in tunnels, parking roads, diversion facilities, and other critical aspects of the metro infrastructure. The diagnostic capabilities have elevated road quality indicators to meet international standards.
The development and modernization of the Baku metro system are central components of the state program, and significant progress has been made in various aspects.
1. Car Fleet Renewal: From 2015 to 2023, the Baku metro's fleet has been renewed with the latest generation of carriages, incorporating innovative features. A total of 23 new trains, consisting of 115 carriages, have been introduced during this period, representing over 30 percent of the car park's renewal. This infusion of modern rolling stock enhances the overall quality and efficiency of metro services.
2. Construction of New Metro Lines: The state program's objectives for constructing new metro lines are being successfully realized. Modern devices and equipment, including advanced mechanical drilling complexes like the German-made "Herrenknecht," have expedited construction works. The Purple line, initiated in 2011, has seen the addition of stations such as "Avtovazhzal," "Memar Ajami," "8 Noyabr," "Khocasan," and the line's depot. Construction and installation activities are currently underway at the station with the conventional name "B-04."
3. Future Expansion Plans: According to the conceptual development scheme, the Purple line is designed to have a total of 10 stations, including 6 crossings.
The newly planned stations on the Purple line are strategically designed to accommodate 7-car trains, reflecting a commitment to enhancing capacity and efficiency within the Baku metro system. These stations are equipped with state-of-the-art control systems that adhere to world standards. As of now, the Baku metro system encompasses a total length of 40.7 kilometers of underground railways, serving a network of 27 stations. The envisioned expansion aims to triple the current length of underground railways to 119.1 km, adding the Blue and Yellow lines and reaching a total of 77 stations. Such growth would necessitate the service of four additional depots, contributing to an extensive and interconnected metro network.
4. Professional Holiday Celebration: On November 6, the staff of the Baku metro celebrates their professional holiday. The term "Metropolitenchi" is a source of pride for those associated with the metro, acknowledging their shared responsibility in building and operating the underground network. The dedication to overcoming challenges and achieving new successes is fueled by a sense of responsibility towards their role in providing essential transportation services to the people. The metro staff recognize the significant role of Heydar Aliyev, considering him the main architect of the underground kingdom and a driving force in transforming it into a vital transportation artery for the city. Heydar Aliyev's vision and dedication to the metro as a valuable asset for the people continue to inspire the current and future generations of metro staff. This commitment is reflected in their labor successes and is a way of celebrating Heydar Aliyev's centenary anniversary. The metro staff honor and pass on the legacy of the Great Leader with pride and dedication.
