Overview

The project was initiated in the 1960s, with the objective of providing a continuous 8750 mile (14,000km) rail link between Singapore and Istanbul, Turkey, with possible further connections to Europe and Africa. At the time shipping and air travel were not as well developed, and the project promised to significantly reduce shipping times and costs between Europe and Asia. Progress in developing the TAR was hindered by political and economic obstacles throughout the 1960s, 1970s and early 1980s. By the 1990s, the end of the cold war and normalisation of relations between some countries improved the prospects for creating a rail network across the Asian continent.

The TAR was seen as a way to accommodate the huge increases in international trade between Eurasian nations and facilitate the increased movements of goods between countries. It was also seen as a way to improve the economies and accessibility of landlocked countries like Laos, Afghanistan, Mongolia, and the Central Asian republics.

Much of the railway network already exists, although some significant gaps remain. A big challenge is the differences in rail gauge across Eurasia. Four different major rail gauges (which measures the distance between rails) exist across the continent: most of Europe, as well as Turkey, Iran, China, and the Koreas use the 1435 mm gauge, known as Standard gauge; Finland, Russia, and the former Soviet republics use a 1520 mm gauge; most of the railways in India, Pakistan, Bangladesh and Sri Lanka use a 1676 mm gauge, and most of Southeast Asia has metre-gauge. For the most part the TAR would not change national gauges; mechanized facilities would be built to move shipping containers from train to train at the breaks of gauge.

A big obstacle is also the need of sea transport to Japan and South Korea. A container ship has room for much more containers than a train. Therefore ships must go less regular than trains, creating a big delay. There are hopes to create an overland connection through North Korea, however there is still a break-of-gauge.

By 2001, the four corridors had been studied as part of the plan:

• The Northern Corridor will link Europe and the Pacific, via Germany, Poland, Belarus, Russia, Kazakhstan, Mongolia, China, and the Koreas, with breaks of gauge at the Polish-Belarusian border (1435 mm to 1520 mm), the Kazakhstan-Chinese border (1520 mm to 1435 mm), and the Mongolian-Chinese border (1520 mm to 1435 mm). The 5750 miles (9,200km) Trans-Siberian Railway covers much of this route and currently carries large amounts of freight from East-Asia to Moscow and on to the rest of Europe. Due to political problems with North Korea, freight from South Korea must currently be shipped by sea to the port of Vladivostok to access the route.
• The Southern Corridor will go from Europe to Southeast Asia, connecting Turkey, Iran, Pakistan, India, Bangladesh, Myanmar, and Thailand, with links to China's Yunnan Province and, via Malaysia, to Singapore. Gaps exist in eastern Iran, between India and Myanmar, between Myanmar and Thailand, between Thailand and Cambodia, between Cambodia and Vietnam and between Thailand and Yunnan. Breaks of gauge occur, or will occur, at the Iran-Pakistan border (1435 mm to 1676 mm), the India-Myanmar border (1676 mm to 1000 mm), and to China (1000 mm to 1435 mm).
• A Southeast Asian network
• The North-South Corridor will link Northern Europe to the Persian Gulf. The main route starts in Helsinki, Finland, and continues through Russia to the Caspian Sea, where it splits into three routes: a western route through Azerbaijan, Armenia, and western Iran; a central route across the Caspian Sea to Iran via ferry; and an eastern route through Kazakhstan, Uzbekistan and Turkmenia to eastern Iran. The routes converge in the Iranian capital of Tehran and continue to the Iranian port of Bandar Abbas.

Progress

One can not say that the Trans-Asian Railway Project has been a great success so far. Very little railway has been built along the corridors during the 40 years. The Northern Corridor was working already in the 1960s, although only for Soviet Union-China trade. Success so far include:

• link from Turkey to Iran albeit by train ferry across Lake Van
• link from China to Central Asia.
• link from Iran to Central Asia.

Maps

• Trans-Asian Railway Map

See also

• Asian Highway Network
• Trans-Asian Railway Network Agreement
• Northern East West Freight Corridor‎

External links

• The Trans-Asian Railway
• The original Trans-Global Highway proposal