Summary: Construction work on line one of Tehran Metro was launched
in Jahan Koudak lands
in northern Tehran by the French company Suferto in 1978. The French company had to leave
Tehran in 1981 and the operation resumed in 1986. In 1999, the first line of the metro which
linked Tehran to Karaj, constructed at a total cost of hundreds of millions of rials became
operational. To date, 1,500 billion rials plus 700 million dollars have been spent on the metro
project. The prospect of heavy expenses needed to complete the project has caused it to proceed
very slowly.
Text: It took nearly one century from the time when Qajar King Agha
Mohammad Khan decided
to choose Tehran as the capital city of the country to the time the wish of another Qajar King
Nasereddin Shah for possessing a motor car came true. From that time onwards, Tehran became
a city filled with a large number of cars mainly due to petro dollars pouring into the country and
ambitious wishes cherished by the then statesmen of the country (that every Iranian should have
a home-made Paykan car). Finally, heavy traffic jams, prolongation of trips in the capital city, air
and sound pollutions and other traffic related problems gripping the capital city prompted all
Iranian officials to find a way out of this plight. The existence of comfortable and luxury
subways in Europe and America at last convinced all officials that construction of a metro is the
only way to get the capital city out of the traffic problem. As a result, in 1970 the Plan and
Budget Organization and the Municipality of Tehran announced an international tender for
construction of a metro in Tehran. The French company Soferto , affiliated to the state-owned
Transportations Company in Paris won the tender and in the same year began to conduct
preliminary studies on the project.
Construction work on the first line of the Tehran Metro started in the unclaimed plots of
lands in
northern Tehran (today's Martyr Haqqani Highway) in 1978. But after the victory of the Islamic
Revolution (Feb. 1979), the representatives of the French company left Iran in December 1980
and on March 3, 1982, the Cabinet ministers formally announced the stop of Tehran Metro
operations by the French company. In 1984, the issue was seriously raised at the Islamic
Consultative Assembly (Majlis) and at Friday prayer sermons and eventually in March 1985 the
Cabinet ministers approved the implementation of the Tehran Metro project and subsequently,
the second stage of construction began in the summer of 1986.
During the years when the metro was being constructed, officials in charge of the project
once in
a while spoke about the inauguration and commissioning of metro lines until in 1997 when the
management of the project changed and Mohsen Hashemi (son of former president Akbar
Hashemi Rafsanjani) took over the management. Eventually after elapse of three decades -- or 14
years in the opinion of the Metro Company -- and spending of hundreds of billions of rials,
Tehran-Karaj metro line was inaugurated by President Mohammad Khatami late last year. The
construction of the Tehran Metro was started at a time when the official rate of (the U.S.) dollar
against rial was 70 rials. Moreover, Tejarat, Sepah, Mellat and Melli banks have so far put 700
billion rials at the disposal of the Metro Company. The company has also been granted the
concessions for exploitation of iron ore mines in Bandar Abbas (Hormuzgan Province),
exploitation and sale of Moghan iron ore mine in Azarbaijan Province, export of fuel oil from
Isfahan oil refinery as well as tar form Isfahan steel mill and so on. However, despite all these
facilities put at the disposal of the Metro Company, we have managed so far to commission the
32 kilometer line between Tehran and Karaj without completing the stations located along this
course. It is noteworthy that what has been commissioned as Tehran-Karaj metro line is the
electric line of the project whereas in all other countries of the world, metro is first inaugurated
and then electric train used to transport passengers from suburban areas to metro stations in the
city. It however seems that the Iranian officials in charge of Tehran Metro have preferred to carry
out the easier part of the project first and for this reason they have delivered the electric line
before other major parts of the metro project.
WHAT'S UP DOWN THERE?
There is not much helpful information available on the Tehran Metro and the existing
information is confined to those written in nice looking brochures and booklets. To know more
about the construction operations and qualitative and quantitative progress of the project more
precise studies are required. During the years when the project was being implemented little was
heard from the officials in charge of the project about the technical and executive aspects of this
great national plan, whereas there are more reliable and more complete information at hand on
construction and financial cost of for example this or that rural road, as disseminated by the mass
media. Will this project be accomplished as planned given the expectations it has generated?
There is not a clear answer to this question. What has been heard once in a while about this
national project over the past few years has pre-occupied people more than before.
A motor car packed with passengers which plunged into Qourkhaneh workshop (the central
terminal of the metro in southern Tehran) as a result of the collapse of a wall of the tunnel
resulting in the death of all passengers, the sinking of a ship carrying metro locomotives shortly
after its departure from China en route to Iran, and disturbances in communication systems and
in water and power networks along the courses of metro tunnels are among the news items which
have served to keep alive the memory of metro in the minds of people. The only official news
items released about the metro over the past few years were about the date of its inauguration
which has been postponed frequently. The delays in the commissioning of the projects which
have always been blamed on financial problems and budget deficit, have added to the
expectations of the public from this project and its accomplishment.
The latest comment on the project and its progress has been made by Mayor of Tehran
Morteza
Alviri which has assessed the project as being uneconomical. Becoming an uneconomical project
coupled with prolongation of its implementation is something that has unfortunately befallen a
number of other major national projects. It has even left the impression among the public that the
project has been too expensive or too much money has been spent on it. Such judgments which
are not based on any exact figures are made due to lack of enough information that should have
been released by officials in charge of the project. Have those responsible for prolongation of the
project which in the opinion of the Tehran mayor is on the verge of becoming economical, been
recognized? Should special technical and executive conditions or lack of technical know-how
and weak management be blamed for this situation? It seems however that there is no other
alternative but to finish the project at whatever expenses.
The following is a summary of official and written information and data released so far about
this
project which contain some of the features and specifications of it.
The new phase of the project for construction of Tehran Metro, approved by the Cabinet
ministers in 1985, has been followed up with partnership of Melli, Sepah, Mellat and Tejarat
banks (each with investment shares of 15, 15, 35 and 35 percent), and foreign exchange expenses
by means of a contract with companies manufacturing necessary equipment, as guaranteed by the
Central Bank of Iran. Over 1,500 billion rial in national currency plus 700 million dollars in hard
currency had been spent until March 1998. Contracts for manufacture of fixed and mobile
equipment have been signed with three Chinese companies (CNTIC for manufacture of wagons
for lines one and two, CITIC for fixed equipment for lines one and two, and NORINCO for
equipment needed for Tehran - Karaj - Mehrshahr express line) and with the Austrian company
VOEST ALPINE for production of railway tracks and points. A part of the equipment needed by
Tehran Metro will be manufactured domestically. Once operational, the Tehran Metro is
expected to transport about 1.5 million passengers through its first and second lines. The
following is specification of Tehran Metro lines:
LINE ONE
Line one of the Tehran Metro begins from around Martyr Ayatollah Haqqani highway (Jahan
Koudak) in northern Tehran and after crossing Martyr Hemmat highway, Tehran grand prayer
site, Martyr Beheshti, Martyr Motahhari, Mofatteh and Saadi avenues, arrives at Imam Khomeini
Square. From the Imam Khomeini Square, the line extends to Shoush-Khayyam crossing, South
Bus Terminal, Khazaneh, Ali Abad, Javanmard Qassab, Shahr-e Ray, Fath Abad, Honarestan,
Shahr-e Sang (stone city) and Shohada to reach the Imam Khomeini Mausoleum and Behesht-e
Zahra cemetery. The line is 34,259 meters long of which 14,879 meters go under ground (from
Martyr Haqqani highway to Shoush-Khayyam crossing) and 19,830 meters are over ground. The
number of stations along this line is 27 of which 15 stations are located underground and 12 over
the ground.
LINE TWO
This line starts from Dardasht, east Tehran and after crossing Resalat highway arrives at
Martyr
Ayatollah Madani (Nezamabad) and then extends to Baharestan Square and Mellat avenues. It
crosses line one at Imam Khomeini Square and turns to Azarbaijan and Azadi avenues before
reaching southwestern part of the Second Square of Sadeqiyeh. The line is 20,412 meters long of
which 19,022 meters are underground and 1,390 meters over the ground. There are 19 stations
along this line one of which is shared by line one. Lines one and two of the Tehran Metro are
among the top priorities of the project.
TEHRAN - KARAJ - MEHRSHAR EXPRESS LINE
This line starts from the Second Square of Sadeqiyeh and continues up to Mehrshahr, on the
outskirts of Karaj, west of Tehran. The line is 41,469 meters long of which 2,499 meters are
under the ground and 38,970 meters over the ground. The line has nine stations and one terminal.
The stations of this line will be established at Ekbatan township, Azadi Stadium and at townships
and factories located along the route. With regards to the rapid progress made in establishment of
New Hashtgerd town, the line is expected to continue up to the new town in a near future.
LINE FOUR
Line four begins from Pirouzi-Nirooye Havaie crossing and after going through Shohada and
Ibn
Sina squares, Enqelab and Azadi Avenues, continues towards Ekbatan township and Mehrabad
airport. The line is 15 kilometers long and has 17 stations and one terminal. Two stations of this
line are shared by line two. According to the timetable of the project, line two which is a top
priority is expected to be completed by the year 2003. Construction operation of the line is
scheduled to finish in November 2003 and its equipment installation in February 2004. The line
will become operational in four phases. As planned, the first phase of this line will be
inaugurated by the end of February 2000. The physical progress of line two has been shown in
table 4. As scheduled, line one will be completed by the year 2005 which also includes extension
of the line up to the Imam Khomeini Airport.
Construction operation of the line is scheduled to end in November 2005 and its equipment
installations in February 2006. The line is to start operation in five phases with the first phase
slated for February 2001. The line will be fully commissioned during other phases. According to
forecasts, the total expenses needed by the Tehran Metro project from December 1998 until the
full commissioning of the lines one and two as well as Tehran - Karaj - Mehrshahr express line
have been estimated at 3,018 billion rials, a major part of which (1,284 billion rials) belongs to
letters of credit set aside for purchase of technical equipment from foreign companies.
Construction expenses account for 1,166 billion rials of the said credits. Bedsides these
expenditures, the budget allocated for the project cover other expenditures concerning personnel
salaries, administrative affairs, insurance, taxes and other relevant spending.
Table 1: This table shows the latest status of equipment needed for Tehran Metro and its suburbs
| Row | Explanations | Party to the contract | Type of equipment | Net worth of the contract | Worth of the contract plus financing interests (in dollars) |
| 1 | Tehran - Karaj - Mehrshahr route | CNTIC | Wagons for lines one and two | 138,250,000 | 167,427,000 |
| 2 | Lines one and two as well as Tehran - Karaj - Mehrshahr route | NORINCO | Wagons and equipment for Tehran - Karaj - Mehrshahr route | 117,000,000 | 141,556,687 |
| 3 | Tehran - Karaj - Mehrshahr route | CITIC | Fixed equipment for lines one and two (five sections) | 313,342,757 | 404,292,000 |
| 4 | Tehran - Karaj - Mehrshahr route | CITIC | Consulting service | 2,900,000 | 2,900,000 |
| 5 | Tehran - Karaj - Mehrshahr route | CNTIC | Two-storey trains | 8,199,000 | 10,659,000 |
| 6 | Rail tracks and points | VOEST ALPINE | Rail tracks and points for lines one and two and for Tehran - Karaj - Mehrshahr route | 46,568,888 | 68,812,036 |
| Total | 626,260,645 | 795,646,723 |
Table 2: This table shows the latest status of other equipment for which letters of credit have not been opened.
| Row | Explanations | Party to the contract | Type of equipment | Net worth of the contract | Worth of the contract plus financing interests |
| 1 | Lines one and two* | NORINO | Elevators and lifts | 36,193,000 | 44,793,530 |
| 2 | Technical inspection construction and transport | IEI | Inspection of equipment | 1,929,240 | 1,929,240 |
| 3 | Made at home | Pars Wagon | 77 domestically-made wagons | 29,260,000 | 35,404,600 |
| 4 | Made at home | SECHERON | DC, SWG signals and rectifier | 1,066,389 | 1,066,389 |
| 5 | Made at home | CNTIC | Transfer of technology to Pars Wagon | 3,350,000 | 4,053,500 |
| Total | 71,798,629 | 87,247,259 |
Table 3: This table shows equipment needed for reaching two minute headway in lines one and two in Tehran and 10 minute headway in Tehran-Mehrshahr route
| Row | Explanations | Number of existing trains | Number of additional trains needed | Price of every wagon of DC type (thousand dollars) | Price of needed trains of DC type (million dollars) | Price of every wagon of AC type (thousand dollars) | Price of needed trains of AC type (million dollars) |
| 1 | Line one* | 20 | 50 | 600 | 210 | 900 | 315 |
| 2 | Line two | 22 | 23 | 600 | 97 | 900 | 145 |
| 3 | Tehran - Karaj - Mehrshahr** | 6 | 6 | 600 | 36 | 900 | 54 |
| Total | -- | 343 | -- | 514 |
Table 4: This table shows progress in phase one and phase two of construction and commissioning of line two of the Tehran Metro
| Beginning of project | Progress until end of 1997 | Beginning (of new program) | End of new program | Progress based on new program | Progress of whole project | |||
| Real | Schedule | Deviation | Real | Schedule | ||||
| Line two of Tehran | %36 | May 12, 1998 | March 18, 2003 | %28 | %35 | %-7 | %48 | %51 |
| Phase one | %58 | May 12, 1998 | Dec. 20, 1999 | %69 | %81 | %-10 | %88 | %91 |
| Buildings and route | %60 | May 12, 1998 | Nov. 6, 1999 | %57 | %76 | %-15 | %81 | %87 |
| Construction and installation of equipment | %5 | May 12, 1998 | Nov. 6, 1999 | %75 | %84 | %-9 | %76 | %84 |
| Commissioning | %0 | Nov. 22, 1998 | Dec. 6, 1999 | %27 | %44 | %-17 | %27 | %44 |
| Phase two | %51 | Aug. 31, 1998 | Feb. 4, 2000 | %2 | %3 | %-1 | %51 | %52 |
| Buildings and route | %60 | Aug. 31, 1998 | Feb. 19, 2000 | %2 | %3 | %-2 | %60 | %61 |
| Construction and installation of equipment | %5 | Oct. 14, 1999 | Jan. 16, 2000 | %0 | %0 | %0 | %5 | %5 |
| Commissioning | %0 | July 23, 1999 | Feb. 4, 2000 | %0 | %0 | %0 | %0 | %0 |
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