At today's meeting, we will discuss the development of transport infrastructure in Baku and its suburban areas, an issue of growing importance. While significant progress has been made in recent years, with major infrastructure projects completed, traffic congestion in Baku remains a persistent problem. Unfortunately, the frequency and severity of traffic jams continue to increase year after year.
There are understandable reasons for this. The population of our country, including Baku, has been steadily growing. Over the past 30 years, Azerbaijan's population has risen from 7 million to over 10 million. Naturally, the city's road infrastructure, including the metro system, has struggled to keep pace with this rapid growth.
We have always prioritized transport issues, implementing numerous large-scale projects in Baku over the past 15 years. New metro stations have been opened, road junctions, tunnels, and bridges have been constructed, and new roads have been laid. Without these efforts, transportation in Baku would likely be completely paralyzed today.
However, we recognize the need for further action and see significant value in adopting another major program. To this end, I instructed the Ministry of Digital Development and Transport some time ago to develop a state program. Work on this program has been ongoing for several months, and today we will review these efforts and make the necessary decisions.
Regarding transport issues, I must highlight that numerous transport projects have been implemented across the country in recent years, including rural roads, intercity roads, and highways. As time passes, it is easy to forget the conditions we faced in the past. However, looking back 20 years, we can recall the state of our roads at that time. Even Baku's main roads barely met basic standards.
Since then, we have constructed new roads, connecting nearly all cities with modern infrastructure and linking all our borders with highways. The repair and construction of rural roads have progressed significantly, with completion rates reaching approximately 85–90 percent. Each year, we continue to allocate funds to further these efforts.
Azerbaijan's geographical location places it at the crossroads of international transport corridors, and we have successfully leveraged this strategic position. However, geographical location alone is not enough for a country to become a transport hub. It requires consistent effort and strategic planning. We have actively promoted the passage of international transport corridors through Azerbaijan, taken initiatives to support this goal, and undertaken practical steps to make it a reality.
Today, it is impossible to envision the transport map of Eurasia without Azerbaijan and its transport infrastructure. The East-West and North-South transport corridors currently pass through our territory, with the volume of cargo transported along these routes increasing year by year.
Beyond physical infrastructure, we have taken additional steps to enhance the efficiency of cargo transportation, including a focus on digitalization. New formats of cooperation with neighboring countries have been established, along with the creation of joint ventures and companies. In summary, Azerbaijan has become one of the indispensable transport hubs of Eurasia.
It is worth noting that countries typically recognized as transport hubs are those with access to open seas. Although Azerbaijan does not have access to the world’s oceans, we have successfully transformed our country into an indispensable transport center through the work we have undertaken.
This progress continues, with additional measures now being implemented along both the North-South and East-West transport corridors. The volume of cargo previously projected indicates that these corridors will handle significantly larger volumes in the future. This increase is driven by various factors, and in response, we are attracting additional investments to expand the carrying capacity of these corridors.
Among the new projects, I would like to highlight the Zangezur corridor. This project was initiated by Azerbaijan and gained prominence after our victory in the Second Karabakh War. Following this, the issue was brought to the international agenda and became a recognized term in global discourse. Today, the Zangezur corridor is widely acknowledged as a significant initiative.
Naturally, we are taking practical steps to ensure the opening of this corridor. However, the Armenian side has maintained an unconstructive stance on this matter for more than four years, failing to fulfill the obligations it agreed to in the November 10 capitulation. The agreement explicitly stated that there should be a transport connection between mainland Azerbaijan and the Nakhchivan Autonomous Republic, which is an integral part of our country.
Instead of adhering to these commitments, Armenia has resorted to making excuses, proposing unrealistic and baseless alternatives, and attempting to mislead the international community through manipulative tactics.
You have probably heard that they have come up with the so-called “Peace Crossroads” project, and now there is not a single country in the world they have not shared this project with. However, this so-called project is not worth two cents without Azerbaijan, and we have repeatedly conveyed this to the Armenian side through various channels. If you truly want to implement this project, first of all, you should approach Azerbaijan. Because without us, it is just a piece of paper, and our terms are fair, grounded in international law and the obligations Armenia itself has undertaken. I would once again advise the Armenian leadership to carefully read the November 10 capitulation act and pay special attention to the paragraph I mentioned. I repeat that their so-called project is completely irrelevant without Azerbaijan. They are simply stalling for time and trying to confuse the international community. Once again, they have given rise to dirty campaigns against Azerbaijan in various circles. As a result, to this day, we do not have the shortest and most convenient connection with the Nakhchivan Autonomous Republic, an integral part of Azerbaijan.
Indeed, we are addressing the needs of the Nakhchivan Autonomous Republic through various means. Primarily, cargo and passengers travel through the territory of the Islamic Republic of Iran. We also have other options available, but they are less economically viable and involve longer routes.
In principle, this connection could also be established through the territories of Georgia and Türkiye. However, if there is a more convenient and feasible route, that would naturally be our priority. Unfortunately, given the insincerity of the Armenian side, we have reached a corresponding agreement with the Islamic Republic of Iran, and a project is currently underway to construct a road bridge bypassing Armenia. This project is expected to be completed later this year.
A second bridge will also be constructed, this time in the Nakhchivan Autonomous Republic, while the first bridge is under construction in the Zangilan district. As a result, Armenia will remain a dead-end country, and their aspirations of becoming a transit state will never come to fruition. They will be the ones who lose, not us.
This issue will continue to be a focal point, both on the international stage and in our bilateral contacts with Armenia. We consistently emphasize one key point: there must be unhindered passage from Azerbaijan to Azerbaijan. There must be smooth and unrestricted travel between the mainland of Azerbaijan and the Nakhchivan Autonomous Republic, without inspections or obstacles. This is our demand.
It is important to remember that in November 1920, Soviet authorities unjustly took West Zangezur from us, committing a grave injustice against the Azerbaijani people. That was not the first nor the last such crime.
Secondly, following the sequence of events, another grave injustice was the creation of the so-called “Nagorno-Karabakh Autonomous Region” on Azerbaijani territory. Prior to that, Tsarist Russia committed another wrong by resettling Armenians in Azerbaijan’s territory. Even before that, the murder of the Karabakh Khan, who was guaranteed leadership over Karabakh, was a significant injustice.
Other crimes of the 20th century are also well-known, including the Khojaly Genocide, the January 20th Tragedy, and the occupation of our lands in the early 1990s. The Azerbaijani people have not forgotten these events, and we will never forget Zangezur.
I want to emphasize once again that we have no territorial claims against Armenia. However, Armenia must fulfill its obligations and ensure unhindered passage from Azerbaijan to Azerbaijan.
Before turning to the issue of Baku's transport infrastructure I would like to highlight some key achievements in Azerbaijan’s transport sector over the past 20 years. Specifically, in the last two decades, 21,000 kilometers of highways have been built and repaired across the country. Additionally, 335 bridges and overpasses, 45 tunnels, and 163 overhead and underground passages have been constructed.
I want to emphasize once again - if we had not undertaken this work, it’s not hard to imagine the state our country’s transport infrastructure would be in today.
Regarding railway infrastructure, significant progress has been made. Over 1,500 kilometers of railways have been built, and 1,800 kilometers have been repaired. New trains and wagons have been acquired, and the Absheron circular line, spanning more than 90 kilometers, has been put into operation. Additionally, the Baku-Tbilisi-Kars railway has been constructed.
It is important to note that this project was initiated by the Azerbaijani state. When we first proposed it, we encountered considerable resistance. I can now openly state that the United States opposed the project, primarily due to its pro-Armenian stance. The belief was that this project would exclude Armenia, which led to significant pressure on the Georgian leadership at the time to prevent Georgia from agreeing to it. Despite this, we engaged in negotiations with the Georgian side for several years, and ultimately, we succeeded in reaching an agreement.
In particular, I personally raised this issue multiple times with high-ranking representatives of the United States, emphasizing that they should not stand in our way. This is a strategic project for Azerbaijan, and other countries, including their own allies, will also benefit from it in the future. History has proven that we were right, as always. Today, America's allies in Europe are highly interested in the Baku-Tbilisi-Kars railway. They are also keenly focused on the transportation of cargo from Central Asia to Europe and vice versa, passing through Azerbaijan. Without the Baku-Tbilisi-Kars railway, none of this would have been possible.
Not only did we successfully construct the Baku-Tbilisi-Kars railway by reaching an agreement with Türkiye and Georgia, but we also provided the Georgian government with a loan of approximately one billion dollars at a very low interest rate at that time. In fact, much of the work in Georgia was carried out with the help of these funds.
The railway on Azerbaijani territory has been modernized, and Türkiye also constructed a section on its side. As a result, a new route was opened, which today facilitates the transportation of cargo from various countries to the White Sea, Europe, and Türkiye. However, we soon realized that the carrying capacity of this road was not sufficient. Last year, Azerbaijan funded the expansion of this route, increasing its capacity to 5 million tons.
In my view, this is one of the most significant projects in our region in recent years, and many countries will continue to benefit from it. At one point, officials from the U.S. Department of State opposed us - I don’t know where they are now, nor do their names appear in history - but we succeeded by demonstrating strong determination.
I would also like to highlight the Sumgayit-Yalama railway as part of our efforts to rehabilitate and modernize existing roads, as well as to increase transportation capacity and train speeds. The construction of this railway is already 80% complete and is expected to be fully operational in the near future.
Additionally, we are working on the Alat-Astara Road. While this road already exists, due to the anticipated sharp increase in cargo volume on the North-South corridor, expanding this road is now a priority. Some funding has already been allocated for this expansion project this year.
Several new train routes have been introduced to enhance connectivity between Azerbaijani cities. For example, the Baku-Gabala railway line, which had never reached the city of Gabala before, has now been constructed. This line is crucial for the region. Additionally, the Baku-Balakan and Baku-Aghstafa railways have resumed operation.
As a result, those familiar with Azerbaijan’s geography can see how these railways connect our country to the western and northwestern borders, as well as to the city of Gabala. Naturally, the cities along these lines are also well-served by these connections.
Over the past 20 years, eight international airports have been built in Azerbaijan. Four of these airports existed but were in unsatisfactory condition. The airports in Baku, Nakhchivan, Ganja, and Lankaran have all been reconstructed. While the Lankaran airport was rarely used, the Baku, Nakhchivan, and Ganja airports were in operation. Today, the runways and terminal complexes of all four airports meet the most modern standards.
Additionally, four new airports have been built: in Gabala, Zagatala, Fuzuli, and Zangilan. The ninth international airport, in Lachin, will be put into operation this year. All these airports are equipped to handle cargo and passenger aircraft of any weight, with runways of at least three kilometers in length.
As I mentioned earlier, the ninth airport will open this year, and we will have fully addressed this issue.
I would also like to highlight that Heydar Aliyev International Airport set a new record for passenger traffic last year, with over seven million passengers. According to the information I’ve received, the analysis conducted by the ministry indicates that this number will continue to rise. It has been proposed to build a new terminal complex at Heydar Aliyev International Airport, and I fully support this idea. The project and feasibility study for the new terminal are already underway. Once completed, this expansion will allow us to accommodate a greater number of passengers in the future.
In this way, we will further solidify our position as an international air transport hub. Additionally, a large cargo terminal is currently under construction in Alat, with a cargo reception capacity of 1 million tons.
As you can see, the work we are doing in the transportation sector is progressing steadily and effectively.
One of the key projects in recent years has been the construction of a new Trade Seaport. We relocated the old port from the city center, and now, landscaping work will be carried out in that area. Recreation areas and various facilities will be built, transforming the space into a valuable asset for the city. This development will not only contribute to the overall progress of our city but will also provide benefits to our people.
A master plan for this area, which is adjacent to the White City Boulevard, is currently underway.
The cargo handling capacity of the first phase of the new Trade Seaport was initially planned for 15 million tons. However, it is already clear that the volume of cargo will be much larger. An order has been issued, and work will begin this year. International consultants have been engaged to develop a new project. We need to expand the port’s capacity to 25 million tons, and even that may not be enough. The cargo volume on the East-West transport corridor is growing so rapidly that we must adapt accordingly.
To streamline and focus all these transportation issues in one center, a new entity – AZCON - was recently established by my decision. AZCON will oversee coordination and future development plans, including investment strategies.
Since 2008, seven new metro stations have been built, and the State Program to be adopted outlines the construction of 10 additional stations. A total of 266 new-generation metro cars have been purchased, and this process is ongoing. Hundreds of new passenger buses have also been brought into service, and the assembly of electric buses will begin at the end of this year, with plans for increased localization.
A total of 161 new electric buses have already been delivered in Baku, and in the near future, residents will begin to see the benefits of this transition. Given that vehicles, particularly large ones, are among the leading contributors to air pollution, we are addressing these concerns while keeping the public’s interests in mind.
The shipyard was built in recent years, around 10 to 12 years ago. Prior to that, we used to purchase ships from abroad, but I decided that a shipyard must be established in Baku. As time has shown, this decision was the right one. Today, it is impossible to buy ships from the traditional sources we once relied on. We have now reached a point where the shipyard is operating at full capacity. Currently, six ships of various sizes are under construction there.
In parallel, we have elevated our activities in the Black Sea to a new level. Whereas previously, only small-sized ships from the Azerbaijan Caspian Shipping Company operated in that area, we have now purchased four large Aframax-type tankers, each with a carrying capacity of 100,000 tons. This not only benefits us but also significantly enhances the capabilities of our country.
Transport projects are the backbone of the work carried out in the liberated territories. To date, about 3,400 kilometers of highways have been built, with 44 highway projects either completed or still underway. In addition, 45 tunnels, 447 bridges, and 16 viaducts are planned. Of these, 28 tunnels, 392 bridges, and 9 viaducts have already been completed.
Approximately 60 percent of the Horadiz-Aghband railway has been completed, and 94 percent of the Barda-Aghdam railway has been constructed. These are just a few of the major projects I want to highlight, and the numbers speak for themselves. They demonstrate the extent to which we have successfully implemented transport projects. Without these developments, the connections between Baku, other cities, and across the country could have completely paralyzed our transport system.
But let me reiterate that life moves forward. We are now set to adopt a new state program. All transport projects across the country, including in the liberated territories, will continue to be implemented as planned. The necessary funds for these purposes have already been allocated in this year's Investment Program.
As for the city of Baku and the surrounding areas, I emphasize once again that the adoption of this new state program is essential. It will be a comprehensive program with substantial financial backing. It will require the joint efforts and efficient cooperation of all relevant agencies. This is precisely why I have called today’s meeting - to discuss these issues, to present the plans, and to ensure that the public understands what is expected and what work will be carried out in the upcoming years.
At the same time, representatives of the public are encouraged to provide their recommendations to the relevant state bodies - the Presidential Administration, the Cabinet of Ministers, and the Ministry of Digital Development and Transport. There may be aspects that we have not yet included in the program, so suggestions at the grassroots level will be considered.
Now, the floor is given to the Minister of Digital Development and Transport, Rashad Nabiyev, for the report.
