Iran’s Offers Vital Railway Links to Iraq and Pakistan
By: Kayhan Int’l Staff Writer
The Islamic Republic has recently offered two of its neighbours to help build railway tracks to connect them to Iran’s nationwide railway network, which in turn is linked to three important railway lines – the Caucasus (via the Republic of Azerbaijan to Moscow), Central Asia through Sarakhs on the Iran-Turkmenistan border (and the all way to China), and to Istanbul in Turkey, which is part of the trans-European railway system.
If positive answers are received from the two neighbours, that is, Pakistan and Iraq, it will be a big boost for regional ties and a bonanza for the economies of the said countries.
Iran has the expertise in this regard, as well as the vision for collective of the entire region. It is willing to lay railway tracks, not just from the Iranian borders to Baghdad and the holy cities of Karbala and Najaf, for promotion of pilgrimage and trade, but to Damascus, the capital of Syria, and possibly to the shores of the Mediterranean Sea.
On Iran’s east, if Pakistan resists the pressures of the Americans and the Saudi seditionists, to accept the sincere offer from the Islamic Republic, its economy will receive a major boost.
Moreover, if relations are improved between Islamabad and New Delhi, then without the least doubt the West-East railroad will become vital link between the Mediterranean Sea and the Bay of Bengal.
Here, it should be noted that in July 2016, India began laying railway tracks from Iran’s Chabahar port on the Gulf of Oman to Zahedan the capital of Iran’s Sistan-Baluchestan Province.
While it is generally accepted Iran provides India with access to Central Asia, what is little known and not properly analysed is the question: to what extent has India been able to realize Iran’s transit potential and what are the major bilateral, regional and international challenges faced by both these countries for realising that potential?
The same could be said for Pakistan, which can immensely benefit from the railway connection to Iran. Iranian Railways have been trying to persuade Pakistan Railways to convert its route to Quetta to standard gauge, in order to facilitate the flow of international traffic to Europe.
Once Islamabad feels secure in accepting the Iranian offer, there is no question that both travel and trade will greatly increase to the satisfaction of the people of the two neighbouring Muslim countries.
In the case of Iran, feasibility studies were started on Khorramshahr–Basra and Kermanshah-Baghdad links and by 2014 the Iranian line to Khorramshahr was finished, but construction had not started on the track from the border to the Iraqi cities.
To sum up, a new thrust by all regional partners supported by international agencies to revive old links and build new corridors therefore becomes necessary, in order to make the region independent of outside powers and pressures.
The Islamic Republic has recently offered two of its neighbours to help build railway tracks to connect them to Iran’s nationwide railway network, which in turn is linked to three important railway lines – the Caucasus (via the Republic of Azerbaijan to Moscow), Central Asia through Sarakhs on the Iran-Turkmenistan border (and the all way to China), and to Istanbul in Turkey, which is part of the trans-European railway system.
If positive answers are received from the two neighbours, that is, Pakistan and Iraq, it will be a big boost for regional ties and a bonanza for the economies of the said countries.
Iran has the expertise in this regard, as well as the vision for collective of the entire region. It is willing to lay railway tracks, not just from the Iranian borders to Baghdad and the holy cities of Karbala and Najaf, for promotion of pilgrimage and trade, but to Damascus, the capital of Syria, and possibly to the shores of the Mediterranean Sea.
On Iran’s east, if Pakistan resists the pressures of the Americans and the Saudi seditionists, to accept the sincere offer from the Islamic Republic, its economy will receive a major boost.
Moreover, if relations are improved between Islamabad and New Delhi, then without the least doubt the West-East railroad will become vital link between the Mediterranean Sea and the Bay of Bengal.
Here, it should be noted that in July 2016, India began laying railway tracks from Iran’s Chabahar port on the Gulf of Oman to Zahedan the capital of Iran’s Sistan-Baluchestan Province.
While it is generally accepted Iran provides India with access to Central Asia, what is little known and not properly analysed is the question: to what extent has India been able to realize Iran’s transit potential and what are the major bilateral, regional and international challenges faced by both these countries for realising that potential?
The same could be said for Pakistan, which can immensely benefit from the railway connection to Iran. Iranian Railways have been trying to persuade Pakistan Railways to convert its route to Quetta to standard gauge, in order to facilitate the flow of international traffic to Europe.
Once Islamabad feels secure in accepting the Iranian offer, there is no question that both travel and trade will greatly increase to the satisfaction of the people of the two neighbouring Muslim countries.
In the case of Iran, feasibility studies were started on Khorramshahr–Basra and Kermanshah-Baghdad links and by 2014 the Iranian line to Khorramshahr was finished, but construction had not started on the track from the border to the Iraqi cities.
To sum up, a new thrust by all regional partners supported by international agencies to revive old links and build new corridors therefore becomes necessary, in order to make the region independent of outside powers and pressures.