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Iran's Infrastructure projects...

  • At 60% completion as of Jan 2023
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  • NIN will include seven mega projects and 200 small and large-scale projects
  • 2,500 more villages across Iran had been connected to the NIN over the past 14 months.
damn it now that i must go out of tehran they want to start 5g

Russian company says planning tram production with Iran​

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wonder why , didn't they said they produce those inside iran? and last year they handed several to tehran metro?
 
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I don't think Iran has a tram network
glorified on the ground metro , if we build metro train , what will stop us building slower less powerful , simpler Trams .
the problem is our municipalities don't like on the ground lines because our street are not designed for that and it carry less passenger than more complex and expensive metros . i predict this venture won't be favored in cities like Tehran , Mashhad , Isfahan or other cities with metro , and just like monorail they had to impose it on smaller cities like Qom

Metro train and tram have differences, never knew Iran has tram in production
they are way simpler and far less powerful than metro trains.
if we build metro train then there is no reason not to be able build trams
 
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glorified on the ground metro , if we build metro train , what will stop us building slower less powerful , simpler Trams .
the problem is our municipalities don't like on the ground lines because our street are not designed for that and it carry less passenger than more complex and expensive metros . i predict this venture won't be favored in cities like Tehran , Mashhad , Isfahan or other cities with metro , and just like monorail they had to impose it on smaller cities like Qom


they are way simpler and far less powerful than metro trains.
if we build metro train then there is no reason not to be able build trams
Technological capability is one thing, know-how is another thing.
In most european cities, trams were introduced before cars, that's why their city design can support both. I think it's too late for Iran to adopt trams.
 
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Technological capability is one thing, know-how is another thing.
In most european cities, trams were introduced before cars, that's why their city design can support both. I think it's too late for Iran to adopt trams.

Demand in medium sized cities, of which Iran has quite a few, is such that it does not justify the construction of MRT's or LRT's, considering the cost of the latter. Trams will be adequate for such locations. Thinking of cities in the 400.000 to 800.000 population range.

As for cities already operating MRT / LRT, all existing BRT lanes (segregated like on Tehran's Emam Ali Expressway, or not as on Vali-e 'Asr Avenue) could easily host trams. Another area of application for trams could be peripheral new towns built from scratch, where population density is lower and streets broader.

Finally, some central urban areas could be equipped with trams under certain conditions. In particular, if pedestrian zones are established along with the promotion of bicycles etc. Iranian municipalities have begun implementing limited pedestrian areas not long ago (in Tehran, Rasht etc).

Scroll down at the following link for examples of trams running through extremely narrow streets or alleys (including ones which cars drive on as well):

 
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I say Isfahan and Mashhad need mor metro line , Mashhad at least need 2 more north south line in west of the city and one east west line north of the city.
Isfahan need two north south line one in west of the city one in east and they need to continue that purple line more to east.
that's the only wat that the grid can cover all the city .

They don't. As that isn't how MRT / LRT networks are designed.

The aim is not to cover the entirety of the built up urban area with a grid-like network. Rather, the purpose of an MRT / LRT system is to take the burden off existing high intensity traffic lanes i.e. routes where the bulk of intra-urban journeys are taking place on a daily basis, with cost effectiveness in mind. In the majority of cases, including Esfahan and Mashhad, this translates into networks which will not serve every single corner of the city.

Building - and operating - metro lines is a costly affair. In Iran each line costs around 1 billion USD to construct, while maintenance as well as operating costs are much higher than those of alternate public transit systems. Nobody will construct a line only to see metro cars remain half empty most of the time. It would amount to nothing but a waste of scarce funds.

Such would be the fate of those imagined additional lines for Mashhad and Esfahan, because people simply aren't moving in large enough quantities along those axes. Thus, for the time being these routes must be covered by ordinary buses, and then by BRT's where needed. Requirements in this regard may or may not evolve with time, depending on how these neighborhoods are going to develop in terms of population, density and places of interest they host. But for the foreseeable future, metro lines in these areas are uncalled for, seeing how they'd suffer from chronic under-usage and generate a financial burden.

When it comes to Esfahan for instance, the city map and satellite images themselves offer a glimpse into how the urban texture of western and eastern parts of town differ. Namely, anything west of Kharrazi Expressway features far lighter settlement density, presents lots of unbuilt plots and concentrates far fewer businesses, government offices and other types of amenities residents tend to commute to.

Urban texture typical of western Esfahan:

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Urban texture typical of eastern Esfahan:

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What's more, western districts are covered well by BRT as well as regular bus lines:

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What Esfahan needs aren't additional metro lines in the western part of the city, but more suburban connections. Because of all urban agglomerations in Iran, Esfahan is the one with the largest suburban population relative to the population of the city proper (about 2,2 million are residing within city limits, circa 1,9 million in the suburbs). And there is significant daily transit of suburban residents to the city and back.

Which is precisely why two such links are being worked on as we speak, whilst at the same time only one inner city line is under construction. The two suburban connections in question are extensions of Line 1 to the north towards Shahin Shahr, and to the south towards Baharestan new town via the Esfahan railway station and Esfahan City Center shopping mall. Alongside Line 2, the latter suburban extension represents the most pressing priority of the Esfahan urban rail system right now.

Ultimately, Fuladshahr and Mobarake Steel Complex on the southern edge of the agglomeration, as well as Najaf Abad to the far west of it. Exactly what the master plan is calling for.

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Recently i used metro and visited 3-4 metro stations in Esfahan :

For your information, that map is outdated.

Here's the currently projected inner city metro network for Esfahan:

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We can see how Line 2 is going to be augmented by a bifurcation branch at Emam Hossein (a.s.) station running straight eastward, and how Line 3 is going to expand further eastward on the southern bank of Zayande Rud, then take a 90 degree turn, cross the river and traverse districts in the north-south direction, further east and more or less parallel to Line 1.

You might also want to have a look at the map of projected suburban lines I added above.
 
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Construction of Iran's water Mega project (line-2 starts)
  • Transfer of desalinated Persian gulf water to Iranian central plateau
  • Transfer of desalinated Sea of Oman water to Sistan/Balochistan
  • Desalination plants will increase 6 times in two years

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In November 2022 Iran became 7th largest producer of steel in the world. Surpassing Germany, Brazil and Turkey (a three step jump from 10th place)...Today another Steel production Unit is added to the steel manufacturing in BAFGH Steel Complex in Yazd.
Note: Iran is now 10th largest auto producer in the world ..those cars need steel :-)


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Technological capability is one thing, know-how is another thing.
In most european cities, trams were introduced before cars, that's why their city design can support both. I think it's too late for Iran to adopt trams.

By the way, historically two Iranian cities used to operate trams: Tehran and Tabriz. In each of these, a tram line was constructed by European contractors during the second half of the 19th century. Both were horse-drawn. Later on, the one in Tehran which connected the city center to Shahr-e Rey and was used to a large extent by pilgrims paying visit to the holy shrine of Hazrat Abdol Azim (a.s.), got equipped with steam locomotives and multi-carriage vehicles.

Operations on the Tehran-Rey line were stopped in 1962, apparently. But the idea of adding new tramways has been resurrected as part of the expansion plan for public urban transportation in the capital. As for Tabriz, the construction of fresh tram lines in that city to complement the metro network, has been under discussion for quite some time. This is definitely another candidate for a future tramway.

Right now the most concretized tram project in Iran pertains to Esfahan however. In charge of the project is none other than the industrial-technological giant MAPNA, which plays a key role in the domestic production of railway locomotives and metro cars, among various other fields of activity. A contract has been signed with MAPNA in 1392 (2013-2014) already. In all, the total length of the Esfahan tram network is planned to reach 40 km, with the first line (or the first phase of it) running 8 km and intersecting with two stations of metro line 1.

From MAPNA's website:

پروژه تراموا اصفها​

مشخصات پروژه​

تراموا که امروزه با عنوان “سیستم حمل و نقل ریلی سبک شهری” ‌یا LRT نیز شناخته می‌شود، نوعی سیستم ریلیِ رو سطحی است که مکملِ سیستمِ مترو است.

چند سالی است که گروه مپنا و شهرداری اصفهان پس از مجموعه مذاکرات انجام شده به توافق اولیه برای عقدِ قراردادِ ساختِ نخستین تراموای ‌شهری رسیده‌اند. بر این اساس در فاز نخست، تراموای اصفهان به عنوان نخستین خط تراموا در کشور، در مسیری به مسافت حدود 8 کیلومتر راه اندازی خواهد شد و دو ایستگاه مهم از خط یک متروی اصفهان را به هم وصل خواهد کرد
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بخش حمل و نقل ریلی گروه مپنا سال در 1385 یعنی حدود 12 سال پیش و با برنامه‌ریزی برای تولید لوکوموتیوهای مسافری ایجاد شد. موفقیت در پروژه ساخت لوکوموتیو ایران سفیر باعث شد گروه مپنا به مرور به همه حوزه‌های ریلی از جمله مترو و تراموا وارد شود. سال 1392 گروه مپنا رسما به عنوان اولین شرکت در ایران، وارد عرصه مطالعه، کسب دانش و فناوری و برنامه‌ریزی برای ایجاد و توسعه پروژه‌های تراموا در کشور شد. تفاهم و قرارداد اولیه با شهرداری اصفهان در سال 1395، اولین اقدام عملی برای ایجاد خط تراموا در ایران توسط گروه مپنا محسوب می‌شود. براساس گزارش‌های به دست آمده، چشم‌انداز نهایی برای احداث تراموا در اصفهان 40 کیلومتر در طی سه فاز است که فاز اولیه آن 17 کیلومتر است که در مرحله مقدماتی قرار است اولین قطعه از فاز اول دو ایستگاه اصلی مترو به مسافت حدود 8 کیلومتر را در این شهر به هم متصل نماید
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از دهه هفتاد خورشیدی به این سو و به دنبال راه‌اندازی مترو تهران، بسیاری از مدیران شهری در شهرهای دارای جمعیت کلان و متوسط کشور متقاضی ایجاد مترو شدند. این در حالی است که به اعتقاد کارشناسان ترافیک و حمل و نقل عمومی، مترو صرفا سیستم حمل و نقل مناسب برای کلانشهرهای با حجم تردد بالا است و در شهرهای کوچکی مانند قم، رشت، همدان و بسیاری از مراکز استانها که محورهایی با تردد بالای 30 هزار نفر در هر ساعت در هر جهت PPHPD ندارند، نیازی به سرمایه‌گذاری و هزینه بسیار برای احداث مترو نیست و در کنار خطوط متداول حمل و نقل عمومی مانند تاکسی و اتوبوس‌های معمول درون شهری، بهترین و کارآمدترین سیستم حمل و نقل برای آنها، تراموا است که در کنار سایر ویژگی‌ها، هم آلودگی هوا را در مقایسه با توسعه اتوبوسرانی ندارد و هم از جاذبه‌های گردشگری خاص خود برخوردار است.​

https://mapnagroup.com/projects/isfahan-tramway/



Some pictures.

Tehran:

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Tabriz:

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Nowadays, the historic tram of Tabriz continues to be remembered in the form of a neat sculpture:

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Short video at the following link: https://www.mehrnews.com/news/5167624/

Article about the monument: https://nasrnews.ir/print/32085/


Elements on the history of the Tehran-Rey horse-drawn tram and railway:

Horse-drawn tram

In January 1859 a Persian delegation travelled to Vienna on behalf of Naser al-Din Shah to conclude a consular treaty between Tehran and Vienna and to recruit talented craftsmen and engineers for the industrialization of Persia. Prime Minister Amir Kabir had started his reform and industrialization program and founded Dar o-Fonun in 1851, the first technical university in Iran based on the western model. The Austro-Hungarian railway engineer, Albert Joseph Gasteiger Freiherr von Ravenstein and Kobach (de) were approached and enthusiastically accepted the order to build a railway in Persia. He learned Persian language on Polytechnic Institute (de) in Vienna in 6 months [1], then he left Vienna on July 17, 1860 and reached Tehran on September 30. When he arrived in Tehran, he quickly realized that he had been mistaken in his opinion about the culture of the Persians. "In Europe at that time people still believed to find a country from the Arabian Nights here, but in reality it was a broken state that was completely devastated." [2] This was due to the apparent disinterest of the Qajar rulers to develop the country and instead only think about increasing their own wealth. In February 1861, Gasteiger began surveying a horse-drawn tram from Tehran to Shah Abdol-Azim Shrine in Rey, nine kilometers away, a much-visited place of pilgrimage. He calculated the cost of building the railway with a deployment of 1,000 men and a construction period of three months at 18,000 tomans. Gasteiger hadn't expected what would happen next. "A senior Persian official clapped his hands over his head and said that he had undoubtedly miscalculated and that the cost would have to be 30,000 tomans, otherwise it would be preferable to abandon the whole thing." [3] Gasteiger remained steadfast in his calculations and refused to include the bribes for the court official in his calculations, and so the railroad project was put on hold for the next 25 years.

Concession and construction of the railway

In December 1886 the project was offered to the French engineer Fabius Boital, who first signed a concession agreement with Naser al-Din Shah for the construction and operation of a steam-powered Decauville narrow-gauge railway. The Shah's court had meanwhile come to the conclusion that it would be much more convenient, instead of developing industry and business themselves, to conclude concession agreements with foreign companies and to concentrate on collecting concession income. Boital monetized the concession, which included the right to build and operate railroads throughout Persia for 99 years, and sold it to the Belgian entrepreneur Edouard Otlet (fr), that his son Paul Otlet, became known as the founder of modern information science. Edouard Otlet founded the Société Anonyme des Chemins de Fer et Tramways en Perse on May 17, 1887 with a share capital of 2 million francs.

Edouard Otlet had started building and operating private railways across Europe. On May 20, 1876, he received the order from King Ludwig II of Bavaria to build a horse-drawn railway in Munich. In 1878, Otlet founded the Belgian Sociéte Anonyme des Tramways de Munich for this purpose. Only after much back and forth did the Munich magistrate decide to apply for Otlet and grant him a 30-year license. He then had to pay 1% of his gross income to the municipality for the use of urban roadside. After a dispute with the Munich city council, Otlet was forced to sell his company to the German Münchener Trambahn-Aktiengesellschaft (MTAG) in the same year, which later became the Munich Municipal Transport Company.[4]


Railway operation

In Persia, Otlet expected high profits. Since about 300,000 pilgrims visited the Shrine of Abdol-Azim annually, it seemed obvious to start building this route. A track width of 800 mm was chosen and a single-track stretch was laid from the Tehran bazaar to near the shrine in Rey. In Tehran, a small train station (fa) was built with three waiting rooms, one for men and one for women, with a hall in between for the Shah. The line was completed on May 31, 1888, and rail operations began in July 1888. [5] The railway staff consisted of 5 European and 60 Persian employees. The locals called the railway mashin doodi (smoke machine) and the station gar mashin' after the French gare'. Instead of using the train, the pilgrims preferred to walk the 9 kilometers from Tehran to Rey as before, so that the whole enterprise became a financial disaster. The Belgian managing directors complained to Naser al-Din Shah and persuaded him to demonstratively take the train together with high court and military officials. As he was ultimately involved in the income of the railway through the concession, he agreed. Naser al-Din Shah's advertising tour was initially a complete success and the railway finally found the popularity expected by the investors.

https://en.wikipedia.org/wiki/Tehran–Rey_Railway




In conclusion, the introduction of tramways in urban centers of Iran will be a highly welcome development.

Not only will it further contribute to diversifying transportation and reducing pollution in major cities equipped with metro systems, but will also be useful to residents in agglomerations with a population between 400.000 to 800.000, namely Orumieh, Rasht, Kerman, Hamadan, Yazd, Ardabil, Arak, Bandar Abbas, Sanandaj, Zahedan, Qazvin, Zanjan and Khorramabad.

Potentially, demand for trams is therefore high, since at least fifteen to sixteen cities in Iran would qualify for this type of transportation system.

The planned cooperation with a Russian company is very good news. If it concentrates on transfer of expertise and experience or technical and organizational consulting, it would speed up the efforts of MAPNA and other Iranian companies involved and make them save time and money.
 
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Shahs of Qajar in Iran never trusted the capabilities of their own people . Any thing they wanted had to be done by Europeans..That is one of the things I admire about Islamic Republic...they made Iranians to believe in themselves and we can see the results..we made Siemens turbines better than the Germans...We made ballistic missile better than Russians and we made Drones second to none..Covid vaccine as good as any one.....That is what "self believe " does to a nation....Now the last thing to do is fix the economy
 
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Iranian future aviation productions (kowsar fighter, Transport plane, Passenger planes etc)requires aluminium..:woot:
Note: to make Aluminium you need to make "Alumina" and to make Alumina you need the "ore" called (Bauxite)..a 3 plant process and lots and lots of Electricity (cheap and plenty in Iran)

Iran ramping up alumina production with Chinese help​


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