A transport corridor bypassing Suez
Published: 12:09 PM,Sep 10,2023 | EDITED : 04:09 PM,Sep 10,2023
The 19th century is a time of tremendous achievements in science and technology. It was then that humanity reached the power that allowed it to change the direction of the world’s trade routes. If in previous centuries they learned to connect inland waterways with canals and gateways, then in the age of steam and electricity they swung at the construction of artificial rivers separating continents. Between Africa and Asia, a 160-kilometer path was struck, called the Suez Canal. This project was given universal significance.
A few decades later, the equally great construction of the Panama Canal was completed, halving the route from Asia to Europe. But even two isthmuses were not the limit for the creative imagination of engineers. Against the backdrop of the success of their Western colleagues, the Russians began to develop a project that would make it possible to further shorten the path from the Indian Ocean to Europe and, along with the Suez Canal, bypass the Black Sea straits, which were controlled by the Ottoman Empire, hostile to Russia.
The general outlines of this project were presented in 1910. But the First World War, and then the Russian Revolution, did not allow the project to take off. Relations between the Soviet Union and Iran under Shah Mohammed Reza Pahlavi were not very friendly, so the canal project was forgotten for many decades. In the 1970s, it resurfaced, and Soviet engineers continued development. But again the revolution interfered – this time the Iranian one.
The new era of confrontation with the West, in which Russia and Iran became participants, has led to a significant rapprochement between the two countries. And recently in the media began to appear messages that the old project can find a new life. The establishment of the International Transport Corridor “North-South” was agreed upon by a number of countries back in 2002, and now it is entering the practical phase.
It’s not just about confrontation. Significant changes have taken place in the economic development of the countries of the East. China, India, Southeast Asia have become the main suppliers of goods to the markets of Europe, they will be the main beneficiaries of the new, shorter and faster route. While the investment seems huge, economists believe the project will pay off quickly, in about 5 years.
The canal route between the Caspian and the Indian Ocean basin can be laid both along the western part of Iran and along the eastern part, the second option is preferable, since this area is mostly flat. The main difficulty in implementation is that the level of the Caspian is 19 meters below the level of the ocean. It will require the construction of many locks and a large expenditure of energy to raise water for passing ships. And Iran is not rich in energy capacities. Therefore, a “land channel” — a railway route from the border of Iran with Azerbaijan to the Sea of Oman — seems more realistic.
The missing links of such a route have already begun to be built, without waiting for a decision on the fate of the canal. It will take three years to connect the transport network of Iran and Azerbaijan with a 165-kilometer branch line, build hundreds of kilometres of infrastructure in the centre of Iran, which will make it possible to switch to electric traction, and hence increase the capacity of trains. The main goods supplied in universal containers will be food, metals, wood and paper, machinery and equipment, and mineral fertilisers.
By 2030, the volume of traffic on this route will reach 14-24 million tonnes. If today the delivery of goods from India to Europe takes from 25 to 38 days, then along the International Transport Corridor it will take 15-18 days, while the cost will decrease by 30-40 per cent.
If the new route from East to West through Iran, the Caspian Sea and Russia works, the countries located near its route will receive tangible benefits. Oman, located directly near the mouth of the canal – both water and railway- will be in the most advantageous position.
A few decades later, the equally great construction of the Panama Canal was completed, halving the route from Asia to Europe. But even two isthmuses were not the limit for the creative imagination of engineers. Against the backdrop of the success of their Western colleagues, the Russians began to develop a project that would make it possible to further shorten the path from the Indian Ocean to Europe and, along with the Suez Canal, bypass the Black Sea straits, which were controlled by the Ottoman Empire, hostile to Russia.
The general outlines of this project were presented in 1910. But the First World War, and then the Russian Revolution, did not allow the project to take off. Relations between the Soviet Union and Iran under Shah Mohammed Reza Pahlavi were not very friendly, so the canal project was forgotten for many decades. In the 1970s, it resurfaced, and Soviet engineers continued development. But again the revolution interfered – this time the Iranian one.
The new era of confrontation with the West, in which Russia and Iran became participants, has led to a significant rapprochement between the two countries. And recently in the media began to appear messages that the old project can find a new life. The establishment of the International Transport Corridor “North-South” was agreed upon by a number of countries back in 2002, and now it is entering the practical phase.
It’s not just about confrontation. Significant changes have taken place in the economic development of the countries of the East. China, India, Southeast Asia have become the main suppliers of goods to the markets of Europe, they will be the main beneficiaries of the new, shorter and faster route. While the investment seems huge, economists believe the project will pay off quickly, in about 5 years.
The canal route between the Caspian and the Indian Ocean basin can be laid both along the western part of Iran and along the eastern part, the second option is preferable, since this area is mostly flat. The main difficulty in implementation is that the level of the Caspian is 19 meters below the level of the ocean. It will require the construction of many locks and a large expenditure of energy to raise water for passing ships. And Iran is not rich in energy capacities. Therefore, a “land channel” — a railway route from the border of Iran with Azerbaijan to the Sea of Oman — seems more realistic.
The missing links of such a route have already begun to be built, without waiting for a decision on the fate of the canal. It will take three years to connect the transport network of Iran and Azerbaijan with a 165-kilometer branch line, build hundreds of kilometres of infrastructure in the centre of Iran, which will make it possible to switch to electric traction, and hence increase the capacity of trains. The main goods supplied in universal containers will be food, metals, wood and paper, machinery and equipment, and mineral fertilisers.
By 2030, the volume of traffic on this route will reach 14-24 million tonnes. If today the delivery of goods from India to Europe takes from 25 to 38 days, then along the International Transport Corridor it will take 15-18 days, while the cost will decrease by 30-40 per cent.
If the new route from East to West through Iran, the Caspian Sea and Russia works, the countries located near its route will receive tangible benefits. Oman, located directly near the mouth of the canal – both water and railway- will be in the most advantageous position.