The ups and downs of Iran's century-old railway line.

Last July, the Trans-Iran route (1,394 km) was one of33 new sites have been awarded the title of World Heritage Site by UNESCO.Connecting the Caspian Sea in the northeast with the Persian Gulf in the southwest, the railway officially opened in 1938, after 11 years of extremely difficult construction. Although not widely known outside of Iran, this project can be considered one of the greatest engineering feats of the 20th century.

difficulties during the construction process

The Trans-Iran Railway, which carries both freight and passenger trains, runs northeast from Bandar-e Eman Khomeyni through Ahvaz, Qom, and Tehran to Bandar Torkaman. The train journey passes through more than 224 tunnels with a total length of over 76 km, and features 174 viaducts and 186 smaller bridges, traversing deep gorges and valleys before climbing two mountain peaks over 2,000 meters high.

Numerous geological and engineering challenges arose during the completion of this route. Some tunnels were abandoned during construction due to the discovery of salt and gypsum deposits, necessitating the construction of new routes. Another tunnel, traversing volcanic pumice, proved unsuitable for mining. Daily, construction workers faced shortages of water for mixing mortar and concrete to the required quality, and even drinking water was a problem.

the ups and downs amidst the wars

The Trans-Iran Railway was the first target of leader Reza Shah-Pahlevi in ​​his ambition to modernize Iran's communications and economy in the 1930s. The project was seen as a crucial tool for national modernization and overcoming the country's poor connectivity to sparsely populated areas. The construction of the railway was a remarkable collaborative effort involving 43 contractors from numerous countries, including the United States, the United Kingdom, Germany, and Denmark.

What was surprising about a major Asian railway project at the time was that the entire cost was financed by Iran. This foreshadowed it as a symbol of the modernization of an independent nation and growing national confidence. Furthermore, raising capital for the project through taxes on goods such as sugar and tea also served as a buffer against exploitation by other nations, particularly the British Empire and the Soviet Union.

In August 1941, Britain and Russia invaded Iran under the pretext of a German-backed coup. A month later, the area south of Bandar Shahpur and Tehran was taken over by the Royal Engineers of the British Army, while the northern section of the capital came under Soviet control. New railway yards, additional locomotives and carriages, and the arrival of experienced railway workers from Britain and the United States significantly increased train capacity during the war.

It was estimated that in 1942, a single freight train could transport 1,000 tons of goods per day. Two years later, under the command of the United States Transportation Corps (USATC), this number had increased to 5,400 tons per day. Thanks to the introduction of American-made diesel locomotives and thousands of additional freight cars, train capacity gradually increased to 6,489 tons per day. However, the heat, dust, altitude, and lack of water for the steam locomotives—as well as drinking water for the crews—made the railroad a very harsh environment at the time.

When the European conflict of World War II ended in May 1945, aid convoys to Russia ceased operation, and the USATC handed over control of the Trans-Iran Railway to Britain, which was then quickly transferred to the State Railway of Iran, the predecessor of the current Islamic Republic Railway of Iran.

The journey leads to breathtaking scenery.

Tim Littler, founder of the UK-based company Golden Eagle Luxury Trains, made 19 trips to Iran between 2014 and 2019. His company designed an itinerary on the Trans-Iran railway route as part of its "Heart of Persia" tour, departing from Tehran.

“Immediately after leaving Pol-e-Safid (at the northern end of the route), the train begins its ascent on a steep 65-mile (104 km) stretch, with a speed limit of 20 mph (32 km/h). Along this section, the train passes the famous Veresk Bridge, and several scenic loops and horseshoe bends,” Littler said.

There are many more beautiful and captivating landscapes along the southwestern route of Tehran, as it continues through Qom and climbs over the nuclear center of Arak to the summit at Noor Abad. “From this stunning 220-mile (354 km) stretch through Doround and Andimeshk, visitors can reach the ancient city of Susa, dating back to 4,200 BC, and two other World Heritage Sites: the ancient hydroelectric system of Shustar and the Elamite complex at Chogha Zanbil,” he said.

The future of the Trans-Iran railway

Today, despite decades of economic sanctions, Iran is investing heavily in expanding and upgrading its railway network. Nearly 1,100 km of new railway have been completed in the last seven years, connecting provincial capitals with Tehran. The country's first high-speed rail line was built in 2015, connecting Tehran with Isfahan via Qom at speeds up to 300 km/h. A second high-speed line between Arak and Qom is also under construction.

UNESCO World Heritage status is a crucial certification, firmly establishing a site's position on the global tourism map. This can lead to increased funding for maintenance and restoration, and open the door to further research and exploration of its potential to attract visitors. However, in some places, tourism development can be a double-edged sword, as over-exploitation of tourism can threaten the very heritage site itself.

However, that fate is unlikely for the Trans-Iran Railway. Tourism in Iran remains a difficult proposition for foreign visitors as relations with Western nations continue to be strained. Tim Littler hopes that in the future, it will be possible to bring adventurous tourists back to enjoy the cultural and technological highlights of Iran.

Huyen Chau - Photo: Internet