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| {{Userspace draft|source=ArticleWizard|date=February 2024}} | {{Userspace draft|source=ArticleWizard|date=February 2024}} | ||
| The '''IRR Western Line''', alternatively '''Baghdad- |
The '''IRR Western Line''', alternatively '''Baghdad-Huseyba/Qaim-Akashat Railway(s)''' is a railway line of the ] (IRR) that connects ] and ] with ] via ] and ]. It is mostly a single-track unelectrified line, with some sections up to ] double-tracked. The line is about {{convert|520|km|mi|abbr=on}} long and has a maximum speed of {{convert|100|kph|mph|abbr=on}}. The line is one of two Iraqi railways with active passenger service—the commuter rail between Baghdad and Falluja, the only other being the ]. | ||
| ==Technical Specifications == | ==Technical Specifications == | ||
| The Railway Line had a fully automatic relay system since 1986. The Railway Line |
The Railway Line had a fully automatic relay system since 1986. The Railway Line featured a network of sound cables that provided communication between stations and locomotives, or to other stations. As of October 2018, the signalling and communication systems are out of service.<ref name="Irak">{{cite journal |last1=Alwan |first1=SR ENGR Safa |last2=Hanoon |first2=SR ENGR Isra |date=October 2018 |title=Irak |url=https://www.comcec.org/wp-content/uploads/2021/07/Irak.ppsx |journal=Proceedings of the 12th Meeting of the COMCEC Transport and Communications Working Group |publisher=] |volume= |issue= |pages=34 |doi= |access-date=January 2, 2024}}</ref> | ||
| Along the line, five light maintenance workshops at Baghdad, Falluja, Ramadi, Haqlaniya and Akashat and two heavy maintenance factories at Qaim and Baghdad have been built.<ref name="Irak" /> | |||
| The track gauge is 1435 millimetres (]). The rails have a UIC 60 profile and consist of welded joints. The axel load is 25 tons. The line is 90% damaged, and operators must run the trains more cautiously than ideal, allowing only a top speed of 100 kph. | |||
| The track gauge is ] (1435 millimetres), the gauge used on all Iraqi Railways since the 1984 closure of the ]. The rails have a UIC 60 profile with welded joints, a standard type of rail, designed for high-speed and heavy freight services. The axle load is 25 tons.<ref name="Irak" /> The sleepers are made of precast concrete, with nearly 4,000 glued insulated joints.<ref>{{Cite journal |last=D. |first=Lindsay |date=1986 |year= |title=Baghdad-Hsaibah and AL-Qaim-Akashat railway - investigation into the performance of glued insulated and cemented rail joints (IM-CES-037) |url=https://www.rssb.co.uk/spark/sparkitem/pb005617 |url-status=live |journal=IM-CES |publisher=British Rail Research |publication-place=United Kingdom |volume=037 |access-date=2024-11-29 |quote=MENDES JUNIOR rate the civil engineering and track laying contractors for the construction and initial maintenance of the BAGHDAD-HSAIBAH and AL-QAIM-AKASHAT railway project in IRAQ. The majority of the line is 4 years old and has so far seen relatively little traffic. |via=SPARK library}}</ref> | |||
| Due to significant damage sustained during conflicts, the line is currently operating at reduced speeds. It is estimated that approximately 90% of the line's infrastructure has been damaged, requiring operators to exercise caution, which limits the operational speed to a maximum of 100 km/h, often even below that.<ref name=":0">https://www.france24.com/en/20180910-opened-iraqi-railway-sign-progress</ref> | |||
| The construction process involved stabilising compressive soils over a distance of 50 kilometres to prevent track subsidence. Additionally, foundational reinforcement was necessary for both the railway and the adjacent highway bridges. The ] dam was relocated to facilitate the railway construction with regular studies and monitoring of the structure conducted throughout the project.<ref name=":1">{{Cite web |date=2000-10-09 |title=Akashat - Iraq Special Weapons Report |url=https://nuke.fas.org/guide/iraq/facility/akashat.htm |url-status=live |access-date=2024-11-29 |website=Federation of American Scientists}}</ref> | |||
| == History == | == History == | ||
| ] | |||
| The line started construction on the 144 km Akashat-Qaim section with 5 stations in the Summer of 1981 and construction was completed by February 1982. The 376 km long section with 23 stations from Huseyba to Baghdad started construction in November 1982 and was finished by approximately 1987. | |||
| Construction of the 144 km Akashat-Qaim stretch began in the summer of 1981 and was completed by February 1982, with 5 stations along the route. Construction of the 376 km section from Huseyba to Baghdad, which included 23 stations and passed through more densely populated areas, began in November 1982 and was completed by 1987. The line's construction happened entirely within the timeframe of the ]. Despite occasional delays due to the war, construction proceeded relatively smoothly, as the project site was located far from the frontlines. The construction of the Akashat Branch was officially intended for transporting phosphate, as stated by employees of the IRR<ref>{{Cite journal |last=Farahat |first=Ahmed Muhammed |date=1985-01-29 |title=نفقات التشغيل على الخطوط الحديدية العراقية مع التطبيق على خط القائم -عكاشات |trans-title=Iraqi railways operating cost computations, as applied to the Al-Quaim-Akashat line |url=https://digitallibrary.un.org/record/122330?ln=en&v=pdf |url-status=live |journal=Consultative Mission to the General Establishment for Transport and Operations, General Organization for Iraqi Railways |language=ar |publisher=ECWA |publication-place=Baghdad |pages=55 |quote=The Establishment is currently concerned with operating cost computations for particular lines of the Iraqi network. Chief among these lines is the newly constructed line for transporting phospahte rocks from Akashat mines to the processing plant in Al-Quaim, some 150 km to the north. |via=United Nations Digital Library}}</ref>. However, there are claims it was also used for transporting ] from the Akashat uranium mine to a Swiss-built uranium enrichment facility in Qaim<ref name=":1" />. It was believed that ] (WMDs), including nuclear materials and mustard gas, might have been processed in Qaim using minerals from Akashat and surrounding areas during ] ]. However, ] after the ]. | |||
| From 2004 to 2024, trains heading to Qaim and Akashat had to take a detour over Baiji to Baghdad, which added over 100 km (62 mi) to the journey (Baghdad-Falluja-Qaim=375km; Baghdad-Baiji-Qaim=500km), due to the up until recently destroyed bridge. | |||
| == Operations and Recent Developments == | == Operations and Recent Developments == | ||
| A daily commuter rail line |
A daily commuter rail line currently spans the 65-kilometre distance from Baghdad to Falluja. Trains start the trip to the capital at 6:45 am and return at 3:00 pm. On average 250 passengers take the journey from Baghdad to Falluja every day. Tickets for the Falluja Train are relatively cheap, even for Iraqi standards, with a one-way fare costing 2000 IQD or 1.5 USD.<ref name=":0" /> | ||
| Tickets are relatively speaking very cheap, even for Iraqi standards with a one-way fair costing 2000 IQD or 1.5 USD. | |||
| Even though new trains have been bought, the line still doesn't operate the 72 trains a day it did during its heyday<ref |
Even though new trains have been bought, the line still doesn't operate the 72 trains a day it did during its heyday.<ref name=":0" /> | ||
| Trains may reach Qaim and Akashat in recent times due to the now possible connection over Baiji, although this route is certainly longer. | |||
| The detour via Baiji became unnecessary following the reconstruction of the Euphrates Bridge, which had interrupted service for 20 years, forcing trains to terminate at Falluja. After this hiatus, marked by political instability and corruption, the reconstruction of the aforementioned bridge was completed. The reopening ceremony took place on October 8th, in conjunction with the 'Year of Achievements' project launched by the Iraqi Prime Minister. Passenger service to at least Ramadi is expected to resume by the end of 2024, according to information by the Transportation Ministry.<ref>{{Cite news |last=Lee |first=John |date=2024-10-15 |title=Baghdad-Ramadi Railway Reopens after 20-Year Hiatus |url=https://www.iraq-businessnews.com/2024/10/15/baghdad-ramadi-railway-reopens-after-20-year-hiatus/ |url-status=live |access-date=2024-11-29 |work=Iraq Business News}}</ref> | |||
| == References == | == References == | ||
Revision as of 22:26, 29 November 2024
The IRR Western Line, alternatively Baghdad-Huseyba/Qaim-Akashat Railway(s) is a railway line of the Iraqi Republic Railways (IRR) that connects Akashat and Qaim with Baghdad via Ramadi and Falluja. It is mostly a single-track unelectrified line, with some sections up to Mufraq Rutba double-tracked. The line is about 520 km (320 mi) long and has a maximum speed of 100 km/h (62 mph). The line is one of two Iraqi railways with active passenger service—the commuter rail between Baghdad and Falluja, the only other being the Baghdad-Basra Service.
Technical Specifications
The Railway Line had a fully automatic relay system since 1986. The Railway Line featured a network of sound cables that provided communication between stations and locomotives, or to other stations. As of October 2018, the signalling and communication systems are out of service.
Along the line, five light maintenance workshops at Baghdad, Falluja, Ramadi, Haqlaniya and Akashat and two heavy maintenance factories at Qaim and Baghdad have been built.
The track gauge is standard-gauge (1435 millimetres), the gauge used on all Iraqi Railways since the 1984 closure of the Baghdad-Erbil Railway. The rails have a UIC 60 profile with welded joints, a standard type of rail, designed for high-speed and heavy freight services. The axle load is 25 tons. The sleepers are made of precast concrete, with nearly 4,000 glued insulated joints.
Due to significant damage sustained during conflicts, the line is currently operating at reduced speeds. It is estimated that approximately 90% of the line's infrastructure has been damaged, requiring operators to exercise caution, which limits the operational speed to a maximum of 100 km/h, often even below that.
The construction process involved stabilising compressive soils over a distance of 50 kilometres to prevent track subsidence. Additionally, foundational reinforcement was necessary for both the railway and the adjacent highway bridges. The Habbaniyah Lake dam was relocated to facilitate the railway construction with regular studies and monitoring of the structure conducted throughout the project.
History
Construction of the 144 km Akashat-Qaim stretch began in the summer of 1981 and was completed by February 1982, with 5 stations along the route. Construction of the 376 km section from Huseyba to Baghdad, which included 23 stations and passed through more densely populated areas, began in November 1982 and was completed by 1987. The line's construction happened entirely within the timeframe of the Iraq-Iran war. Despite occasional delays due to the war, construction proceeded relatively smoothly, as the project site was located far from the frontlines. The construction of the Akashat Branch was officially intended for transporting phosphate, as stated by employees of the IRR. However, there are claims it was also used for transporting yellowcake from the Akashat uranium mine to a Swiss-built uranium enrichment facility in Qaim. It was believed that weapons of mass destruction (WMDs), including nuclear materials and mustard gas, might have been processed in Qaim using minerals from Akashat and surrounding areas during Saddam Hussein's pursuit of WMDs. However, no WMDs were found after the Iraq War.
From 2004 to 2024, trains heading to Qaim and Akashat had to take a detour over Baiji to Baghdad, which added over 100 km (62 mi) to the journey (Baghdad-Falluja-Qaim=375km; Baghdad-Baiji-Qaim=500km), due to the up until recently destroyed bridge.
Operations and Recent Developments
A daily commuter rail line currently spans the 65-kilometre distance from Baghdad to Falluja. Trains start the trip to the capital at 6:45 am and return at 3:00 pm. On average 250 passengers take the journey from Baghdad to Falluja every day. Tickets for the Falluja Train are relatively cheap, even for Iraqi standards, with a one-way fare costing 2000 IQD or 1.5 USD.
Even though new trains have been bought, the line still doesn't operate the 72 trains a day it did during its heyday.
The detour via Baiji became unnecessary following the reconstruction of the Euphrates Bridge, which had interrupted service for 20 years, forcing trains to terminate at Falluja. After this hiatus, marked by political instability and corruption, the reconstruction of the aforementioned bridge was completed. The reopening ceremony took place on October 8th, in conjunction with the 'Year of Achievements' project launched by the Iraqi Prime Minister. Passenger service to at least Ramadi is expected to resume by the end of 2024, according to information by the Transportation Ministry.
References
- ^ Alwan, SR ENGR Safa; Hanoon, SR ENGR Isra (October 2018). "Irak". Proceedings of the 12th Meeting of the COMCEC Transport and Communications Working Group. COMCEC: 34. Retrieved January 2, 2024.
- D., Lindsay (1986). "Baghdad-Hsaibah and AL-Qaim-Akashat railway - investigation into the performance of glued insulated and cemented rail joints (IM-CES-037)". IM-CES. 037. United Kingdom: British Rail Research. Retrieved 2024-11-29 – via SPARK library.
MENDES JUNIOR rate the civil engineering and track laying contractors for the construction and initial maintenance of the BAGHDAD-HSAIBAH and AL-QAIM-AKASHAT railway project in IRAQ. The majority of the line is 4 years old and has so far seen relatively little traffic.
{{cite journal}}: CS1 maint: url-status (link) - ^ https://www.france24.com/en/20180910-opened-iraqi-railway-sign-progress
- ^ "Akashat - Iraq Special Weapons Report". Federation of American Scientists. 2000-10-09. Retrieved 2024-11-29.
{{cite web}}: CS1 maint: url-status (link) - Farahat, Ahmed Muhammed (1985-01-29). "نفقات التشغيل على الخطوط الحديدية العراقية مع التطبيق على خط القائم -عكاشات" [Iraqi railways operating cost computations, as applied to the Al-Quaim-Akashat line]. Consultative Mission to the General Establishment for Transport and Operations, General Organization for Iraqi Railways (in Arabic). Baghdad: ECWA: 55 – via United Nations Digital Library.
The Establishment is currently concerned with operating cost computations for particular lines of the Iraqi network. Chief among these lines is the newly constructed line for transporting phospahte rocks from Akashat mines to the processing plant in Al-Quaim, some 150 km to the north.
{{cite journal}}: CS1 maint: url-status (link) - Lee, John (2024-10-15). "Baghdad-Ramadi Railway Reopens after 20-Year Hiatus". Iraq Business News. Retrieved 2024-11-29.
{{cite news}}: CS1 maint: url-status (link)
External links