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Trans-Euran Railway

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Trans-Euran Railway
Logo of the Trans-Euran Railway
Overview
Status Under Construction
Location Eura
Operation
Owner Raspur Pact 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.

Assigned to the Aqaba-Nivardom Railway Construction and Development Corporation
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
Assigned to the Raspur Railway Corporation
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.

In 1724 AN, Southern Eura Railway Corporation was incorporated to serve as the primary conduit by which the Commonwealth of Zeed would contribute to this effort. Since the end of the Third Euran War, survey of the potential locations, securing of right-of-way and initial land preparation had taken place since 1704.

Rolling stock

Purchased into service between 1715 AN and 1730 AN, primarily from New Alexandrian manufacturers.

Notes

  1. ^ Assigned from the tax farm of 6,200 oikoi in the province of Molivadia and the Raspur Khanate