Trans-Euran Railway: Difference between revisions
Continuator (talk | contribs) mNo edit summary |
Continuator (talk | contribs) |
||
| Line 166: | Line 166: | ||
By {{AN|1711}}, mudbrick ziggurats had been built at each of the designated station sites for the stages. Adjoining the station ziggurats were raised earthen platforms, retained by mudbrick walls, from which projected causeways of rammed earth, within their own mudbrick retaining walls, along which the eventual track of the railway was to be set. The official height of these causeways was set at nine-metres in height, with a width of thirty-six metres, although allowance had to be made for the variable competency of the work parties, the occurrence of subsidence in certain areas, and efforts to follow the gradient as best possible. Whilst the stage causeways were meant to follow as straight a path as possible, some allowances had to be made for the difficulties presented by the terrain, which included irradiated deserts, impenetrable mountain ranges, and vast unbridgeable gorges. Wherever possible these obstacles were to be worked around, but a more insidious problem was where, owing to a defect of communication between the surveying and construction teams of the various stages, the causeways were found to be misaligned as they approached one-another. Remediation efforts had the unedifying effect of producing causeways that sometimes zigzagged awkwardly towards their point of convergence. The arduous work of constructing these causeways, over a contaminated and bandit-infested environment, naturally took its toll upon the assigned [[kul]] labour force, requiring the sending out of warbands to conduct [[razzia]]s so as to gather in fresh labourers; this in spite of the spike in the number of individuals selling themselves or their family members into bonded servitude owing to the [[Recession of 1709]]. As the causeways extended ever across the eastern portions of the Euran continent secondary camps began to be established at 100 km intervals. These satellite camps, enrounded by sand berms, stake pits, and barbed wire, served as worker barracks, storage depots, and rest stops for the continuous supply convoys. | By {{AN|1711}}, mudbrick ziggurats had been built at each of the designated station sites for the stages. Adjoining the station ziggurats were raised earthen platforms, retained by mudbrick walls, from which projected causeways of rammed earth, within their own mudbrick retaining walls, along which the eventual track of the railway was to be set. The official height of these causeways was set at nine-metres in height, with a width of thirty-six metres, although allowance had to be made for the variable competency of the work parties, the occurrence of subsidence in certain areas, and efforts to follow the gradient as best possible. Whilst the stage causeways were meant to follow as straight a path as possible, some allowances had to be made for the difficulties presented by the terrain, which included irradiated deserts, impenetrable mountain ranges, and vast unbridgeable gorges. Wherever possible these obstacles were to be worked around, but a more insidious problem was where, owing to a defect of communication between the surveying and construction teams of the various stages, the causeways were found to be misaligned as they approached one-another. Remediation efforts had the unedifying effect of producing causeways that sometimes zigzagged awkwardly towards their point of convergence. The arduous work of constructing these causeways, over a contaminated and bandit-infested environment, naturally took its toll upon the assigned [[kul]] labour force, requiring the sending out of warbands to conduct [[razzia]]s so as to gather in fresh labourers; this in spite of the spike in the number of individuals selling themselves or their family members into bonded servitude owing to the [[Recession of 1709]]. As the causeways extended ever across the eastern portions of the Euran continent secondary camps began to be established at 100 km intervals. These satellite camps, enrounded by sand berms, stake pits, and barbed wire, served as worker barracks, storage depots, and rest stops for the continuous supply convoys. | ||
==Rolling stock== | ==Rolling stock== | ||
Revision as of 22:07, 27 March 2024
| Trans-Euran Railway Logo of the Trans-Euran Railway | |
| Overview | |
|---|---|
| Status | Complete |
| Location | Eura |
| Operation | |
| Opened | 1725 AN |
| Owner |
 Trans-Euran Command |
| Operator(s) | |
| Technical | |
| Line length | 18,035 km (under construction) |
| No. of tracks | Double-track throughout |
| Track gauge | 1,435 mm (4 ft 8 1⁄2 in) |
| Route | |
| Map | 1708 proposed route map |
The Trans-Euran Railway, inspired by the example of Babkhan and Bassarid forebears, comprises of overlapping networks concentrated in the eastern portion of the continent of Eura. The network has some overlap and interconnection with the Pan-Euran Highway.
History
A project, began in the early 1660s, to establish a railway network linking Vey to Raspur and thence to the ports of Aqaba and Nivardom. The lines are being constructed in two concurrent incremental stages by the Aqaba-Nivardom Railway Construction and Development Corporation and the Zjandarian Railway & Development Corporation, both established in the year 1663.
The Vey to Raspur project was terminated by the Second Euran War but the Aqaba to Nivardom project was seen through to completion by the Aqaba-Nivardom Railway Construction and Development Corporation.
In 1708 AN, the Raspur Railway Corporation, assisted by the Kapavia Southern Railway Corporation, was tasked to extend the Trans-Euran Railway to Mehrshahr, whilst the surviving elements of the previous ventures became subordinated to the Grand Commissariat of Eura and Corum under the authority of the Committee of Euran Salvation.
In 1720 AN, an Imperial Decree expressed the desire of the Basilinna Esmeralda that a railway connect Petronium and Fort George Maniakes to Edgardia and Port Aguilar, also linking cities and important settlements along the way. The Imperial Decree authorized Trans-Euran Command and the Grand Commissariat of Eura and Corum to all things necessary to make this happen within a reasonable timeline.
Assigned resources
In mid-1708 AN the Grand Commissariat received an Imperial Farman from Petropolis commanding Ardashir Bābakān-e Osman to provide over a period of three years starting in 1709 AN, for the purpose of railway construction, the following:
- 372,775 kuls in 310 indentured regiments
- 2,000,000 tons of pig iron
- 209,500,000 mudbricks
- 384,000,000 baked bricks
- 1,860,000,000 Imperial staters[1]
These resources, once gathered by the Grand Commissariat were to be apportioned between the Aqaba-Nivardom Railway Construction and Development Corporation, for construction work in the provinces of Aqaba and Molivadia, and the Raspur Railway Corporation for works in the Raspur Khanate and Suren Confederacy.
| Stage | Stage Length (km) | Kuls | Pig Iron (tons) | Mud Brick | Baked Brick | Imperial staters |
|---|---|---|---|---|---|---|
| Aqaba to Petropolis | 882 | 17,633 | 96,980 | 10,241,130 | 18,771,879 | 90,926,178 |
| Petropolis to Nivardom | 633 | 12,658 | 69,617 | 7,351,534 | 13,475,281 | 65,270,813 |
| Nivardom to Varaz Frontier | 198 | 3,965 | 21,806 | 2,302,756 | 4,220,926 | 20,445,086 |
| Petropolis to New Drakorda | 152 | 3,038 | 16,711 | 1,764,703 | 3,234,681 | 15,667,965 |
| New Drakorda to Javadabad | 420 | 8,407 | 46,240 | 4,882,902 | 8,950,305 | 43,352,988 |
| New Drakorda to Varaz Frontier | 360 | 7,205 | 39,626 | 4,184,548 | 7,670,230 | 37,152,632 |
| Total | 2,645 | 52,906 | 290,981 | 30,727,572 | 56,323,302 | 272,815,662 |
| Stage | Stage Length (km) | Kuls | Pig Iron (tons) | Mud Brick | Baked Brick | Imperial staters |
|---|---|---|---|---|---|---|
| Molivadia Frontier (Centre) to Bandar-e Saghi | 216 | 4,327 | 23,800 | 2,513,238 | 4,606,737 | 22,313,856 |
| Bandar-e Saghi to Bandar-e Zinjibar | 769 | 15,374 | 84,559 | 8,929,452 | 16,367,586 | 79,280,400 |
| Molivadia Frontier Station (North) to Golshan-e Mey | 313 | 6,262 | 34,439 | 3,636,737 | 6,666,099 | 32,288,880 |
| Molivadia Frontier Station (South) to Golshan-e Mey | 168 | 3,360 | 18,480 | 1,951,488 | 3,577,056 | 17,326,344 |
| Golshan-e Mey to Raspur | 801 | 16,015 | 88,084 | 9,301,628 | 17,049,782 | 82,584,781 |
| Golshahn-e Mey to Badehshahr | 645 | 12,895 | 70,924 | 7,489,532 | 13,728,230 | 66,496,033 |
| Badehshahr to Raspur | 548 | 10,966 | 60,311 | 6,368,820 | 11,673,978 | 56,545,761 |
| Badehshahr to Norasht Frontier Station | 668 | 13,351 | 73,432 | 7,754,377 | 14,213,688 | 68,847,465 |
| Raspur to Sadd-é Valiasr | 126 | 2,518 | 13,847 | 1,462,222 | 2,680,237 | 12,982,382 |
| Sadd-é Valiasr to Kara | 1,728 | 34,555 | 190,054 | 20,069,660 | 36,787,466 | 178,189,072 |
| Raspur to Surenshahr | 182 | 3,634 | 19,985 | 2,110,395 | 3,868,331 | 18,737,203 |
| Surenshahr to Jojokheti | 1,038 | 20,750 | 114,127 | 12,051,832 | 22,090,876 | 107,002,550 |
| Surenshahr to Shahibagh | 652 | 13,044 | 71,742 | 7,575,955 | 13,886,642 | 67,263,343 |
| Shahibagh to North Kapavia Trunk | 635 | 12,694 | 69,815 | 7,372,443 | 13,513,607 | 65,456,452 |
| Shahibagh to Mehrshahr | 726 | 14,527 | 79,900 | 8,437,398 | 15,465,657 | 74,911,686 |
| Jojokheti to Ganzak-Gor | 446 | 8,916 | 49,038 | 5,178,413 | 9,491,974 | 45,976,691 |
| Ganzak-Gor to Zatosht | 321 | 6,427 | 35,350 | 3,732,918 | 6,842,397 | 33,142,821 |
| Ganzak-Gor to Petros | 217 | 4,332 | 23,826 | 2,516,026 | 4,611,847 | 22,338,608 |
| Ganzak-Gor to Sazavar | 1,310 | 26,198 | 144,091 | 15,216,031 | 27,890,817 | 135,095,979 |
| Ganzak-Gor to Rusjar | 2,318 | 46,354 | 254,945 | 26,922,171 | 49,348,043 | 239,029,291 |
| Petros to Vey | 168 | 3,360 | 18,480 | 1,951,488 | 3,577,056 | 17,326,344 |
| Sazavar to Avey | 708 | 14,158 | 77,867 | 8,222,734 | 15,072,181 | 73,005,788 |
| Avey to Rusjar | 689 | 13,776 | 75,768 | 8,001,101 | 14,665,930 | 71,038,010 |
| Total | 15,390 | 307,793 | 1,692,860 | 178,766,058 | 327,676,215 | 1,587,179,742 |
Initial progress
By 1711 AN, mudbrick ziggurats had been built at each of the designated station sites for the stages. Adjoining the station ziggurats were raised earthen platforms, retained by mudbrick walls, from which projected causeways of rammed earth, within their own mudbrick retaining walls, along which the eventual track of the railway was to be set. The official height of these causeways was set at nine-metres in height, with a width of thirty-six metres, although allowance had to be made for the variable competency of the work parties, the occurrence of subsidence in certain areas, and efforts to follow the gradient as best possible. Whilst the stage causeways were meant to follow as straight a path as possible, some allowances had to be made for the difficulties presented by the terrain, which included irradiated deserts, impenetrable mountain ranges, and vast unbridgeable gorges. Wherever possible these obstacles were to be worked around, but a more insidious problem was where, owing to a defect of communication between the surveying and construction teams of the various stages, the causeways were found to be misaligned as they approached one-another. Remediation efforts had the unedifying effect of producing causeways that sometimes zigzagged awkwardly towards their point of convergence. The arduous work of constructing these causeways, over a contaminated and bandit-infested environment, naturally took its toll upon the assigned kul labour force, requiring the sending out of warbands to conduct razzias so as to gather in fresh labourers; this in spite of the spike in the number of individuals selling themselves or their family members into bonded servitude owing to the Recession of 1709. As the causeways extended ever across the eastern portions of the Euran continent secondary camps began to be established at 100 km intervals. These satellite camps, enrounded by sand berms, stake pits, and barbed wire, served as worker barracks, storage depots, and rest stops for the continuous supply convoys.
Rolling stock
- Purchased into service between 1715 AN and 1730 AN, primarily from New Alexandrian manufacturers.
Itinerary of stations
| Station Stop | Section | Controlling Company | Coordinates |
|---|---|---|---|
| Aqaba | Aqaba to Petropolis | Aqaba-Nivardom Railway Construction and Development Corporation | |
| Petropolis | Aqaba to Petropolis | Aqaba-Nivardom Railway Construction and Development Corporation | |
| Petropolis | Petropolis to Nivardom | Aqaba-Nivardom Railway Construction and Development Corporation | |
| Nivardom | Petropolis to Nivardom | Aqaba-Nivardom Railway Construction and Development Corporation | |
| Nivardom | Nivardom to Varaz Frontier | Aqaba-Nivardom Railway Construction and Development Corporation | |
| Varaz Frontier Station | Nivardom to Varaz Frontier | Aqaba-Nivardom Railway Construction and Development Corporation | |
| Petropolis | Petropolis to New Drakorda | Aqaba-Nivardom Railway Construction and Development Corporation | |
| New Drakorda | Petropolis to New Drakorda | Aqaba-Nivardom Railway Construction and Development Corporation | |
| New Drakorda | New Drakorda to Javadabad | Aqaba-Nivardom Railway Construction and Development Corporation | |
| Javadabad | New Drakorda to Javadabad | Aqaba-Nivardom Railway Construction and Development Corporation | |
| New Drakorda | New Drakorda to Varaz Frontier | Aqaba-Nivardom Railway Construction and Development Corporation | |
| Varaz Frontier Station | New Drakorda to Varaz Frontier | Aqaba-Nivardom Railway Construction and Development Corporation | |
| Varaz Frontier Station | Molivadia Frontier (Centre) to Bandar-e Saghi | Raspur Railway Corporation | |
| Bandar-e Saghi | Molivadia Frontier (Centre) to Bandar-e Saghi | Raspur Railway Corporation | |
| Bandar-e Saghi | Bandar-e Saghi to Bandar-e Zinjibar | Raspur Railway Corporation | |
| Bandar-e Zinjibar | Bandar-e Saghi to Bandar-e Zinjibar | Raspur Railway Corporation | |
| Varaz Frontier Station | Molivadia Frontier Station (North) to Golshan-e Mey | Raspur Railway Corporation | |
| Golshan-e Mey | Molivadia Frontier Station (North) to Golshan-e Mey | Raspur Railway Corporation | |
| Varaz Frontier Station | Molivadia Frontier Station (South) to Golshan-e Mey | Raspur Railway Corporation | |
| Golshan-e Mey | Molivadia Frontier Station (South) to Golshan-e Mey | Raspur Railway Corporation | |
| Golshan-e Mey | Golshan-e Mey to Raspur | Raspur Railway Corporation | |
| Raspur | Golshan-e Mey to Raspur | Raspur Railway Corporation | |
| Golshan-e Mey | Golshahn-e Mey to Badehshahr | Raspur Railway Corporation | |
| Badehshahr | Golshahn-e Mey to Badehshahr | Raspur Railway Corporation | |
| Badehshahr | Badehshahr to Raspur | Raspur Railway Corporation | |
| Raspur | Badehshahr to Raspur | Raspur Railway Corporation | |
| Badehshahr | Badehshahr to Norasht Frontier Station | Raspur Railway Corporation | |
| Norasht Frontier Station | Badehshahr to Norasht Frontier Station | Raspur Railway Corporation | |
| Raspur | Raspur to Sadd-é Valiasr | Raspur Railway Corporation | |
| Sadd-é Valiasr | Raspur to Sadd-é Valiasr | Raspur Railway Corporation | |
| Sadd-é Valiasr | Sadd-é Valiasr to Kara | Raspur Railway Corporation | |
| Kara | Sadd-é Valiasr to Kara | Raspur Railway Corporation | |
| Raspur | Raspur to Surenshahr | Raspur Railway Corporation | |
| Surenshahr | Raspur to Surenshahr | Raspur Railway Corporation | |
| Surenshahr | Surenshahr to Jojokheti | Raspur Railway Corporation | |
| Jojokheti | Surenshahr to Jojokheti | Raspur Railway Corporation | |
| Surenshahr | Surenshahr to Shahibagh | Raspur Railway Corporation | |
| Shahibagh | Surenshahr to Shahibagh | Raspur Railway Corporation | |
| Shahibagh | Shahibagh to North Kapavia Trunk | Raspur Railway Corporation | |
| North Kapavia Trunk Station | Shahibagh to North Kapavia Trunk | Raspur Railway Corporation | |
| Shahibagh | Shahibagh to Mehrshahr | Raspur Railway Corporation | |
| Mehrshahr | Shahibagh to Mehrshahr | Raspur Railway Corporation | |
| Jojokheti | Jojokheti to Ganzak-Gor | Raspur Railway Corporation | |
| Ganzak-Gor | Jojokheti to Ganzak-Gor | Raspur Railway Corporation | |
| Ganzak-Gor | Ganzak-Gor to Zatosht | Raspur Railway Corporation | |
| Zatosht | Ganzak-Gor to Zatosht | Raspur Railway Corporation | |
| Ganzak-Gor | Ganzak-Gor to Petros | Raspur Railway Corporation | |
| Petros | Ganzak-Gor to Petros | Raspur Railway Corporation | |
| Ganzak-Gor | Ganzak-Gor to Sazavar | Raspur Railway Corporation | |
| Sazavar | Ganzak-Gor to Sazavar | Raspur Railway Corporation | |
| Ganzak-Gor | Ganzak-Gor to Rusjar | Raspur Railway Corporation | |
| Rusjar | Ganzak-Gor to Rusjar | Raspur Railway Corporation | |
| Petros | Petros to Vey | Raspur Railway Corporation | |
| Vey | Petros to Vey | Raspur Railway Corporation | |
| Sazavar | Sazavar to Avey | Raspur Railway Corporation | |
| Avey | Sazavar to Avey | Raspur Railway Corporation | |
| Avey | Avey to Rusjar | Raspur Railway Corporation | |
| Rusjar | Avey to Rusjar | Raspur Railway Corporation |
Notes
- ^ Assigned from the tax farm of 6,200 oikoi in the province of Molivadia and the Raspur Khanate
