CLOSED JOINT STOCK
COMPANY
“AZERBAIJAN RAILWAYS”
BOYUK KESIK
BAKU
ALYAT
REHABILITATION OF THE BAKUBEYUK-KESIK AZERBAIJAN
SEGMENT RAILWAY NETWORK
&
SCANDİNAVİA, BALTIC & RUSSIA
NORTH
ASIA
EUROPE
Black
Sea
Caspian
Sea
Bosporus
Mersin
Mediterranean
Sea
SOUTH
NEAR
EAST
PERSİAN
GULF
CASPIAN
SEA
AKHALKALAKI
ISTANBUL
KARS
MARABDA
BOYUK KESIK

ALYAT
SEA
PORT
CASPIAN
SEA
AKHALKALAKI
KARS
MARABDA
BOYUK KESIK
ALYAT
SEA
PORT
GEORGİA
BEYUK KESİK
RUSSİAN
FEDERATİON
KAZAKHSTAN
BAKU
REPUBLİC OF
AZERBAİJAN

ALYAT
SEA
PORT
CASPIAN
SEA
İSLAMİC
REPUBLİC
OF İRAN
TURKMENİSTAN
Baku-Beyuk Kesik Railway Line Modernization Project
Length of the line
503 km (two lines)
Type of traction
electric
Maximum speed
140 km/h
Width of gauge
1520 mm
Main connection line
optical
Number of bridges
20
Number of stations:
Big
12
Small
33
1. Considered main measures in the direction of rehabilitation
Baku – Georgian border railway line project
SCOPE OF WORKS
1.1
Capital repairs of 317 km main road in order to provide
acceleration of speed and safe movement
Reconstruction and design of automatics and signalization
1.2
system of railways
1.3 Providing access to 25 Kwt alternating current traction system
Adjustment of signalization in Baku- Georgian border railway
1.4
segment to traction system of alternating current
2. Other measures
2.1Renovation and modernization of the rolling stock,
(locomotives, freight and passenger carriages) the technical
exploitation and the maintenance resources
2.2 Renovation of the rolling stock
2.3 Renovation of the centralized dispatcher management system of
the railway based on modern technologies
2.4 And others
TOTAL COST : US $ 1,5 BILLION
Comprehensive investigation and assessment of the existing line's performance,
technology, demand and risk
Technical examination which is realistic and economical about the Railway
Improvement Project
Proposal of construction plan by stage, investment plan by year and project
financing plan
TRACECA (Transport Corridor Europe-Caucasus-Asia) Project to modernize the
international exchange network including roads, railways,
etc. between Europe and Asia
Full-scale promotion of the improvement project in the Baku-Beyuk Kesik line
located at important locations of the TRACECA Corridor
Scope of effect area
▪ Baku~Beyuk Kesik line of around 503km
▪ The entire area
Scope of contents
▪ Status analysis and related plan investigation
demand forecast
▪ Traffic
▪ Status survey & analysis of existing railway
▪ Set
improvement plan for Speed up
▪ Train operation plan ▪ Technical investigation ▪ Economic &
Financial feasibility analysis
▪ Social & Environmental effect investigation
▪ Project
Proposal
A. Traffic Movement by Mode
Freight : Road 48.8%, Railway 16.7%, Pipelines 28.3%, Seaport 6.1%
Passenger : Road 84.0%, Metro 15.3%, Railway 0.6%, Airport 0.1%
Freight Transportation
Passenger Transportation
C. Railway Modernization Program
Modernization of the Azerbaijan railway network
Improvement of laws, transport capacity,
vehicle, facilities, etc.
Total project cost : 1,5 bln USD
Loan from the World Bank
A. General
It was single track, which was electrified to a double track gauge, and is the
main arterial railway of Azerbaijan.
It is a broad gauge with 1,520mm and 503km in total length. It has 45 stations.
Railway makes a total round trips of 38 times among which 9 and 29 times are
for passenger and freight trains respectively.
B. Horizontal Alignment
Straight section
Minimum curve radius : R=250m / 1 section
Curved section at start point & end point of
route (18 section / 41.5km)
Field area passage
Curved section
C. Vertical Alignment
Maximum slope : 16/1,000
General slope : less than 10/1,000
A. Earth work section
Although the roadbed status is stable,
the water distribution is bad
Occurrence of mud-gush and flood at many sections
No seriously dangerous sloped surface
4km of poor subsoil near the lake at the outer boundary
of Baku
Mud-gush section
B. Bridges
Main bridges are Yevlax bridge (L=240m) and
Poylu bridge (L=208m) that cross the Kur river
Two bridges are through-truss bridge and
are in good condition
Most of other small bridges also good condition
Over bridge
C. Crossings
Most of the crossings excluding the area adjacent to
Baku are level crossings
The number of level crossings are 83
Relatively small transportation volume
Level crossing
in main line
Gravel ballast & 400m of longer rail
Sleeper : PC sleeper 60%, Wooden sleeper 40%
Fastening System : K Clip for PC sleeper,
Dog Spike for wooden sleeper
High track deformation due to deficiency of gravels
especially at the turnout area
Track materials are aged, damaged and in bad maintenance
condition
Damaged wooden sleeper
Damaged PC sleeper
Bad turnout sites
A. Power Supply
Railway substation receives electricity of AC 110kV, 35kV,
10kV, and 6kV from the electricity company
The traction power supply system is DC 3,300V
The power supply system and catenary system are obsolete
There is no centrally-concentrated management device for
electric power supply
It is not advisable to operate railway faster then 80km/h with
the current aerial line and electric facility
Substation
B. Signaling
3 signal aspects with both independent and multi-unit light
signals are in use.
Rely interlocking system installed in 1923 is still in use
With 3-aspect of block signals, ATS type has been applied,
permitting a design speed of 120km/h.
Each block section is located at a distance of 2~2.6km.
The knowledge and information of control staff members
are vital factors because there is no CTC.
Interlocking
C. Communications
The optical fiber cable (16core× SM× 1set) was installed
between both tracks
Optical transmission equipment and exchanger use the
Siemens Hicom 300H
The HF SSB type train radios system provides communications
between on board-ground and ground-ground
There is no Hot-Line Equipment, passenger information
system
Optical fiber cable
connection box
45 stations between Baku and Georgia
border
Slow operation at the starting point and end
point of the stations due to S-curve
Poor roadbed due to mud-gush and pumping
phenomena
S-Curve in station
Result of Survey
Good alignment in general as a straight line running
through plain fields
Bad drainage in roadbed, continuously weakening subsoil
Bad alignment deformation due to the old track facilities
and bad maintenance
Bad maintenance and aging for electricity supply facility
Possible to operate 120km/h train with ATS signal
system but facilities are outdated
Synthesized valuation
Looking at the overall investigation result of the facility condition of the
existing railway, facilities are outdated in general and need to be
replaced, and it is impossible to operate railway faster than 80km/h.
A. Comparison/investigation by service level
Total service with the max. speed of 140km/h
Securing of optimal track conditions and provision of all services including
passengers' convenience, station automation, etc.
Alignment improvement of the curved sections of 41.5km in the downtown of
Baku and near the border to Georgia
Change of the power supply system from DC to AC and overall improvement of
the roadbed, track, railway's electric facilities, etc.
Basic service with the max. speed of 140km/h
Reduction of the project cost by minimizing service such as passengers’
convenience, station automation, etc. if not affecting the safe operation of trains
Partial improvement of the roadbed, track, railway's electric facilities, etc.
Change of the power supply system from DC to AC
Replacement of existing facilities
No separate improvement of the roadbed by earth work and double track of
Poylu bridge which is currently a single track bridge (construction of an
Additional bridge)
Track improvement of the entire section except already-improved 75km-long
section [including accessory signaling/communications]
Change of the power supply system from DC to AC
B. Proposal of improvement plan by service level
Reflection of the function in the TAR line
Proposal of the replacing existing facilities as the optimal
improvement plan
A. Horizontal alignment
Not necessary to improve alignment if limiting the operation speed of trains in the 41.5km
section with curved alignment at the start/end section in Baku~Beyuk Kesik line
B.Vertical alignment
Maximum slope of 16/1,000 exists in the Zarat~Giazi, which is a short section
In general slopes are less than 10/1,000, enabling an operation of 150km/h trains
A. Earth work section
Securing of bearing capacity by compacting the mud gush level after replacing with quality
roadbed material when replacing ballast gravels
Securing of smooth drainage by constructing a 3% slope for drainage on the upper
roadbed of the main track
B. Bridges
Partial maintenance including painting and crack repair of existing bridges, is required.
Additional construction of a new single track bridge is required. Poylu bridge is to be double
tracked, which is a single track bridge, now
Replace / Improve the existing track facilities except for 75km that has been improved
Apply PC sleepers to the gravel ballast
Upgrade the fastening system to Vossloh System W14
Increase resistance and elasticity of roadbed against the increased speed
Support of continuity with the section currently maintained for the track by importing the rails
from Russia
The sleepers are to be supplied from a sleeper factory near Alat station. But required to
examine its expansion after checking its supply according to construction plan by stage.
For gravel, production and use of crushed stone by inputting stone breakers in the quarries
near Ganja and Kavkaz shall be made
Fastening system
Vossloh system W14
A. Power supply
Catenary power supply shall be changed from DC supply system to
AC 25kV system.
Establishment of remote control facilities for the power supply
system to the contact wire line
Double trolley
Simple catenary
Pole to be installed with economically-profitable concrete poles
Use 2 distribution lines, one of power supply facilities which are
used for signal and station, and apply a method of supplying AC
6.6kV or AC 10 kV
Installation of a beam
inside a station
B. Signaling
For economic efficiency and convenience of maintenance, groundbased signal is preferred to on-board signal and thus ground-based
signal(5 aspects) is adequate.
Because fixed and automatic block system are enough for
maximizing transport capacity and guaranteeing safe operation in
sections of 150km/h speed limit, fixed and automatic block system,
which also cost less, are selected.
Electronic interlocking system, which makes it easy to trace train,
manages train diagram, and modifies and expands facilities in
accordance with program, is used.
Ground-based signal
(5 aspects)
C. Communications
Construct dual optic-fiber networks for signal and remote control of electric
facilities and accompanying conduit and transmission equipment.
Installation of traffic control telephone system to support traffic control
Existing train radio system to be reused
For the mud gush level, required to do same replacement and compaction as the
improvement of the main track's roadbed is needed to secure bearing capacity
Required to examine the installation of such drainage facilities inside a station
as the U-type gutter and collection tank for drain are required
3. Proposal for railway improvement
Necessity of construction plan by stage
The scope, project cost, period, train operation of the improvement project as a
long distance line are considered.
Required to promote the project according to priority by considering the
maintenance conditions of facilities
Consideration of the efficiency of train operation during work according to the
change of power supply system into AC
Connection between adequate financing plan of the project cost and the
Government's financial conditions and other economic situations
Faithful execution of the Railway Modernization Program
- Change of the power supply system from DC to AC
- Introduction of the electric locomotive only for AC
Improvement plan
A. Improvement by
sectional priority
B. Improvement by
a priority by type of work
JOINT STOCK COMPANY
“AZERBAIJAN RAILWAYS”