Dedicated to
St. Sergius of Radonezh
The Worldwide Net of International Railways
website
of Alexey Smirnov
The Worldwide Network
of International Railways
Annotation
This project is dedicated to a Worldwide Network of Intercontinental Railways (WNIR). With significant business potential the WNIR could become an effective instrument for developing states, who don’t have their own ports, and are remote from sea territories. Interacting with existing UN projects, and combined into a unified network the railways can create prerequisites for moving investment, industry and people to internal regions. This alone is enough to lead humanity to a more even settlement on Earth, and reduce cost prices per unit of production. There are some other benefits which could be brought by a unified railway network.
Alexey Smirnov
This section containes
following matelials:
following matelials:
Preface
Nowadays, the lowest population density, not counting the residents of mountainous and cold northern zones, is in countries and regions which are located far from the sea. This is in all continents: the (Asia + Africa + Europe) both combined and separate, both Americas, and Australia.
There are several scientific publications showing benefits for individuals, people and the whole of humankind from having a more equal allocation within their own countries, continents and the Earth. We leave to readers the opportunity to question themselves about advantages to individuals, countries, and the whole of humanity as a result of not living in human beehives. Legislative and material incentives to create new jobs in regions remote from the sea can revive movement deep into a single country or an entire continent, however, they cannot solve the whole problem. The reason is that businesses focused on global markets face increased logistical costs in the outback, both when selling its products and when completing the necessary materials and components. Targeting global markets requires striving for mass production to reduce unit costs. That is why the largest production facilities are usually located near ports.
We see the solution of the logistics problem for enterprises located at considerable distances from seaports in the creation of a Worldwide network of intercontinental railways (WNIR). Modern heavy-duty road transport partially solves the problems of the population and businesses in the interior. Certainly, the lives of those who still live far from the coast are better but it is not the complete solution to the problem. The cost of transporting a ton of cargo by road is much higher than that of rail transport. Auto transport also consumes more energy and pollutes the atmosphere more per ton of cargo transported.
It should be noted that most agricultural products are grown in the inner regions. At the same time agricultural products are mainly consumed in the coastal zone where most of the world's population lives, as well as where the larger part of the agricultural industry is located. A characteristic feature of international maritime trade is the need for reloading at least twice – at the port of shipment and the port of destination. What is bearable for containers with commodities is not good for agricultural products. In most cases, having a World railroad would enable agricultural products to go directly from the sender to the consumer more quickly.
If we imagine that most of the WNIR project has already been implemented, then, say, Austria, Slovakia, Hungary, Switzerland, Bosnia would have the opportunity of trading directly with Laos, Uzbekistan, Afghanistan, Azerbaijan, Zambia, Ethiopia, Uganda, Mali, Afghanistan, etc. The whole train or a wagon with goods from Austria could be delivered to Afghanistan without transshipment and custom inspection in transit countries. Other trains or wagons could make their way in the opposite direction without stopping on state borders. Below we are writing about how that might take place. What we have stated also applies to territories of coastal countries that are distanced from the sea. This applies to all areas where there is a WNIR, including ports.
There are several scientific publications showing benefits for individuals, people and the whole of humankind from having a more equal allocation within their own countries, continents and the Earth. We leave to readers the opportunity to question themselves about advantages to individuals, countries, and the whole of humanity as a result of not living in human beehives. Legislative and material incentives to create new jobs in regions remote from the sea can revive movement deep into a single country or an entire continent, however, they cannot solve the whole problem. The reason is that businesses focused on global markets face increased logistical costs in the outback, both when selling its products and when completing the necessary materials and components. Targeting global markets requires striving for mass production to reduce unit costs. That is why the largest production facilities are usually located near ports.
We see the solution of the logistics problem for enterprises located at considerable distances from seaports in the creation of a Worldwide network of intercontinental railways (WNIR). Modern heavy-duty road transport partially solves the problems of the population and businesses in the interior. Certainly, the lives of those who still live far from the coast are better but it is not the complete solution to the problem. The cost of transporting a ton of cargo by road is much higher than that of rail transport. Auto transport also consumes more energy and pollutes the atmosphere more per ton of cargo transported.
It should be noted that most agricultural products are grown in the inner regions. At the same time agricultural products are mainly consumed in the coastal zone where most of the world's population lives, as well as where the larger part of the agricultural industry is located. A characteristic feature of international maritime trade is the need for reloading at least twice – at the port of shipment and the port of destination. What is bearable for containers with commodities is not good for agricultural products. In most cases, having a World railroad would enable agricultural products to go directly from the sender to the consumer more quickly.
If we imagine that most of the WNIR project has already been implemented, then, say, Austria, Slovakia, Hungary, Switzerland, Bosnia would have the opportunity of trading directly with Laos, Uzbekistan, Afghanistan, Azerbaijan, Zambia, Ethiopia, Uganda, Mali, Afghanistan, etc. The whole train or a wagon with goods from Austria could be delivered to Afghanistan without transshipment and custom inspection in transit countries. Other trains or wagons could make their way in the opposite direction without stopping on state borders. Below we are writing about how that might take place. What we have stated also applies to territories of coastal countries that are distanced from the sea. This applies to all areas where there is a WNIR, including ports.
It would also mean that transit tourists and passengers would not have to go through border controls in transit states unless a stop is provided there.
1. Briefly about the history of the issue
In early times the caravan trade was popular on the Large Continent of (Africa + Asia + Europe). For river trade small vessels were used. That type of vessel has a small draft that allows for movement. Sea trade moved along the coastal line and was not part of the world economy until later. Even in ancient times trade was highly risky. There were two early types of trade to satisfy the main needs of the population and small-scale manufacture.
In the XV century, geographic discoveries led to growth in world trade, as well as an increase in the cargo capacity of sea vessels. Later rising capitalist relations had an even greater impact on both the world economy and sea trade. There was a rapid development of commercial and military shipbuilding. The development of fleets and the growth of industry in the coastal cities went hand in hand. Seaside territories were actively developing all over the world, pulling people from inland regions and states.
Invention of the steam locomotive and then the automobile led to the construction of railroads and then highways. There began a period of development of the entire area, including those most remote (from the sea) regions. However, even modern trains and vehicles did not pull much industry and people away from the coastal zone. The reason for this phenomenon is that ports remain the foundation of global trade.
The coastal borders of states are limited to a 12-mile zone. An important achievement of international law is the opportunity for all vessels to move freely through international waters and straits. The advantage of maritime trade consists of the freedom of navigation being guaranteed and regulated by international law. Blocking free trade navigation by any state would inevitably collide with the disapproval of the world community. Moreover, blocking sea lines is a Casus belli according to international law.
We would like to transfer some of the provisions from international maritime law to a certain land routes. That is where the idea of the Worldwide network of Intercontinental Railways (WNIR) came from. We believe that WNIR could be managed by a company affiliated with the United Nations, and an income tax of this company could replenish the UN budget. We describe our vision in the text you can read below.
2. Coordination with organizations working under the patronage of the United Nations
We would need to establish a World Railway Organization (WRO) at the United Nations which would supervise the Worldwide network of Intercontinental Railways (WNIR). We write about the WRO in Chapter 6. Briefly, this organization approves intercontinental railway routes which are part of the global network, as well as monitors their construction and operation under the patronage of the United Nations on the basis of international railroad law.
In the future the WRO could coordinate their own work with such UN-patronised institutions as the Food and Agriculture Organization (FAO), the International Maritime Organization (IMO), the Universal Postal Union (UPU), the United Nations World Tourism Organization (UNWTO), the Office of the United Nations High Commissioner for Refugees (UNHCR United Nations), the United Nations Industrial Development Organization (UNIDO).
The WRO could cooperate with many projects under the auspices of the United Nations such as Smart cities, assisting in construction of irrigation canals, supplying the population of dry lands with clean drinking water, planting forests and landscaping. Large railway water tanks would be useful there for at least some of the time.
Having at their disposal UN-patronised organizations could transport not only civilians, i.e. tourists and refugees, but also peacekeeping forces along with their equipment to any corner of the Earth.
It is appropriate to mention here the advantage of transportation by railway with increased cargo safety, in comparison to that of sea vessels. Higher insurance payments should be taken into consideration. Travelling by sea for passengers is still quite risky even nowadays.
In the future the WRO could coordinate their own work with such UN-patronised institutions as the Food and Agriculture Organization (FAO), the International Maritime Organization (IMO), the Universal Postal Union (UPU), the United Nations World Tourism Organization (UNWTO), the Office of the United Nations High Commissioner for Refugees (UNHCR United Nations), the United Nations Industrial Development Organization (UNIDO).
The WRO could cooperate with many projects under the auspices of the United Nations such as Smart cities, assisting in construction of irrigation canals, supplying the population of dry lands with clean drinking water, planting forests and landscaping. Large railway water tanks would be useful there for at least some of the time.
Having at their disposal UN-patronised organizations could transport not only civilians, i.e. tourists and refugees, but also peacekeeping forces along with their equipment to any corner of the Earth.
It is appropriate to mention here the advantage of transportation by railway with increased cargo safety, in comparison to that of sea vessels. Higher insurance payments should be taken into consideration. Travelling by sea for passengers is still quite risky even nowadays.
3. The technical side and the standard gauge
The authors of similar projects prefer to reveal the topic, beginning at the organisational and legal information. However, we use our own order of presentation of the material, believing that it contributes to a better understanding overall.
Most of the countries through which the WNIR would be built, if our project was to be approved, have a railway gauge of 1435 mm.
Three countries, namely Bangladesh, India, and Pakistan, use a gauge of 1676 mm. The population of these three countries is nearing 2 billion, and India is the most populous country in the world.
Any route from Africa, Europe and Central Asia towards the Indochina Peninsula inevitably would pass via these three states. That region is also very populated, and is characterised by rapid industrial growth.
In Russia and other countries which were once part of the Russian Empire and the USSR, a gauge of 1520 mm is used (in Finland, 1524 mm). That should also be taken into consideration while choosing the gauge for the WNIR, since several important routes have to be laid through those countries. The railway connection between Asia and North America would not avoid Russia. It is this transition that turns the WNIR into a single global network.
After reviewing various options, we came to the conclusion that the 2020 mm gauge would be best suited for WNIR. First, the 2020-gauge will match with all the above (1435, 1520 and 1676 mm) while using a third rail. To combine pairs 1435 – 1520, or 1520 – 1676 four rails would be needed. It is possible, but a bit complicated and not so reliable. Railway engineers know about the additional difficulties they would face using four rails. Using three rails gives the opportunity to pass, say, from a 1435 mm-railway to the 2020 mm-gauge without building viaducts (above) and tunnels (under). This is convenient during the stage when the 2020-railway is still being constructed.
The bigger width of gauge makes it possible to increase the permissible width of wagons. The increase would allow the transport of equipment of a larger size than is possible today. Overall technical progress is manifested by increasing the productivity of machines and mechanisms. The higher power of machines requires a certain increase in their size. According to mechanical designers’ and builders’ (architects and designers) opinion, the current railway’s width (and automobiles on the road) slows technical development. To transport by railway, the designer must fit his machine into railroad clearance. To transport a machine with very large dimensions, for example, a tunnel shield, it has to be disassembled into several parts. The wider clearance would allow shield structure to be divided into a smaller number of parts.
The WNIR with wider clearance would benefit passengers. The line clearance of 3.9 m would make it possible to manufacture wagons with a width of 3.66 m (12 ft). This would mean comfortable sleeping places for tall people, including athletes.
The 2020 mm-gauge that was suggested/decided allows for the use of concrete ties with standard length – 2700 mm. The design of such a tie, as well as ties for three rails, would be new. It is important to use ties of the same length to make it possible to lay the new railway on the existing railroad embankment. We expect for the WNIR to be partly using existing embankments and/or railways. Development of road transport leads us to what we can see already: lots of old railways not in use. Some of them could be transformed to 2020 railroads. In developing countries, the opposite may be true – the railway network is underdeveloped. In many cases, all the railroads in the country could be easily transformed to the new 2020 gauge.
Some European countries have a standard of 2600 mm concrete ties. Ties with a length of 2700 mm can be laid there on existing railroad embankments.
WNIR would need a large number of their own railway standards to transition to both the new gauge and clearance. It is useful to know that most of the standards only need the careful replacement of certain digits with others. At the same time some newly written standards would involve new approaches to construction. The 2020 gauge requires a much larger turning radius.
4. International Law for WNIR
Unlike international waters, the territory of continents is divided by states’ borders. Neighbours sometimes have long lasting conflicts leading to closed borders. The United Nations does not have the power to have a direct impact on countries that block borders preventing the movement of people and commodities. We believe that a Law for the World network of intercontinental railways (WNIR) and the will of the world community could help in overcoming artificial barriers to global land trade. That is why in our opinion World Railways should be common property, that is, belong to the UN. That Way of Peace should be served by a railway company registered by the United Nations. As it is said above, tax revenues from the railway company would go to the UN’s budget.
In presence of WNIR, at least a large part of investment and industry could move from shores to remote regions. Obviously, over time prices of land plots adjacent to the World railroads territories would increase. It is the result of what we expect from the project. Increasing prices of land plots is beneficial to residents and authorities. That is why a Law on the WNIR should contain a paragraph according to which governments and local authorities may buy land plots for World railroad sections as well as an exclusion zone on both sides at their own expense. Being international, the Law on the WNIR gives the opportunity to governments to redeem forcibly land plots which are needed for the construction and operation of the Railroad. Authorities are obliged to provide compensation in full to the owner of the land which has been taken from him. The plots might be purchased or, if the owner agrees to take another plot it should not be too far from the World railway. In the future, this paragraph of the Law may bring additional benefits to landowners from whom old plots were taken. The prices of such plots should rise with the revival of the economy in the regions.
Included in the international Law of WNIR there should be three main principles for creating routes of the World railroad’s sections. Over time, the route becomes a project and, finally, appearing as the new part of the WNIR. According to the first principle the WNIR should eventually pass through all landlocked countries or at least get a special branch from the World railroad. The second principle should declare the need for the full irrevocable consent from all states on the planned route. The possibility of revocation may be conditioned by the Law on full monetary compensation and/or the possibility of loss of sovereignty over a part of their territory. We write about the third principle in chapters 6 and 7.
When our idea is implemented, WNIR could become an important step to sustainable peace for humanity. To accomplish the idea of the WNIR, the UN together with supporters of peace have to overcome disagreements and long-standing conflicts between neighbouring countries. In our vision, one of the politically difficult projects would be the Loop railroad passing via China, Kyrgyzstan, Uzbekistan, Tajikistan, Afghanistan, Pakistan, India, Bangladesh, Myanmar and Laos. That is why we believe the Loop railroad should be included in the first part of the WNIR list.
Undoubtedly the Loop as well as other parts of the WNIR have to be connected with nearby maritime countries and their ports since the World railroad cooperates with transport links. In our case the Loop needs a railway connection to the ports of Vietnam, Thailand, and Cambodia not to mention ports of China, India, and Pakistan. Thus Kyrgyzstan, Uzbekistan, Tajikistan, Afghanistan, Turkmenistan, also with Kazakhstan, would have access to the ports of the Indian and Pacific Oceans.
5. Routes
The future scheme of the WNIR covers two regions of unequal size. The largest part of the scheme covers Asia, Africa, and Europe. This is actually one large continent. The other part covers North and South America. If Australians desire, their continent could become the third region of the WNIR.
We believe specific routes of the WNIR should be discussed at a later stage after solving legal issues, and states who are interested in participating would have ratified international Law on World railroads. One route we mentioned in the previous chapter, is the so–called Loop. In the future, we also see three more loop routes: a route in South America, a second one in North America, and at least one route in Africa. Unlike the Loop, encircling the higher mountain system, where it would be unrealistic to lay chords, the rest of the loops of the WNIR would have chord railways.
If Australia decides to connect to the WNIR, then an Australian port might obtain a rail ferry connection with a port somewhere in the Indochina Peninsula. From there Australia could transport standard containers to any port that has a connection with the WNIR. The shipping of whole wagons has an advantage for bulk cargo, appliances, fragile items, refrigerators, etc. Commodities shipped in wagons can go without reloading for their destination, say, Azerbaijan, Austria, or Uzbekistan, and in the opposite direction. What has been said about Australia is convenient for island states located near the continent too. We imply such countries as Ireland, UK, Indonesia, Madagascar, Sri Lanka, Singapore, Japan, etc. UK has already connected to Europe by the railway tunnel but with a gauge of 1435 mm. If Brits would wish, they might use the three-rail option, allowing railway trains to move both along the existing 1435 mm track and along the 2020 mm gauge proposed for the WNIR.
We are by no means against the construction of a crossing over Bering Strait, and even have an article on this topic. At that time we concluded that it would be advisable to consider such an expensive project only after intensive cargo flows between Asia and North America were determined. In this case, the highly expensive Bering strait crossing project would be economically feasible. According to our vision, the cost of building a bridge or tunnels between Asia and North America, together with long approaches on both sides, would pay off only with a fully loaded 3 or 4-track railway. The payback period of the project depends on the volume of rail traffic between the two continents.
While the Bering strait crossing is not expected yet, we envisage a rail ferry service between the WNIR’s systems in Asia and North America. To achieve this, two railway ports on the Arctic Ocean have to be constructed. There would be a port on the coast of the Kara Sea in Russia, and another port on the shore of the Beaufort Sea in Canada. Year-round navigation could be provided by icebreakers. It is useful to know that most of that Arctic Ocean route is not covered with ice even in winter.
One more rail ferry should run between South America’s port in state Pernambuco, Brazil and an African port in Liberia or Ghana.
Following our suggestions the South American railway system should pass through two landlocked states - Bolivia and Paraguay, and probably Peru. We have already mentioned above loop routes of the WNIR in South America and North America. There, just like on the Large Continent (A+A+E), there should be branches to seaports of the Pacific and Atlantic oceans.
Specific routes for the WNIR, as well the order of their construction should be discussed with the participation of representatives from interested countries. There should also be considered views of Governments of countries which have ratified the Law on the WNIR. All these States must accept the need for free transit of international goods through the WNIR. This point is an imperative. Therefore the Law developed by the UN, WRO, and adopted by the world community becomes one of the fundamental laws of the United Nations. The next step should be ratification of the Law by a sufficiently large number of states. Any route development should start after all the states through which it is planned to construct a railway have already submitted applications. However, specialists would not be prevented from discussing options for the future scheme and routes of the WNIR.
6. World Railway Organization (the WCO)
As we said above, the UN, represented by the World Railway Organization (WCO), will have to become the owner of the WNIR. This will happen immediately after the commissioning of its first working sections. The fact that the United Nations is the owner of the Worldwide Railway Network makes it impossible for any action from a state which is unscrupulous and unable to comply with International Law and agreements, against the WNIR. The World Railway Organization (WRO) becomes the owner's representative in this sphere. For this reason, the work of the WRO should begin long before the implementation of the Law on WNIR. The WRO should also obtain authority from the UN to conduct all negotiations regarding railways in general and the WNIR in particular.
That is how we define the role of the WRO at this stage. This UN organization is engaged in:
1) the development, approval, and implementation of International Law on the WNIR;
2) development of international railway standards;
3) the organization of discussion of all routes with recommendations;
4) the approval of each route with the signing by governments of all states, followed by ratification by parliaments of the states through which territories the section of the WNIR is planning to pass;
5) supervision of work projects and monitoring construction;
6) (this needs to be translated!!урегулирование разногласий между всеми сторонами при строительстве каждого объекта при сохранении собственного нейтралитета;
7) the development of the charter of the private company “The UN Managing company” (see next Chapter);
8) maintaining the register of shareholders of the private railway company “The UN Managing company”;
9) control over the company's compliance with the Law on the WNIR;
10) etc.
Other functions of WRO most likely appear during the discussion and subsequent solutions.
We consider the World Railway Organisation (WRO) as an analogue of the World Health Organization (WHO), World Trade Organization (WTO), and other "planetary ministries" working under the United Nations’s patronage. At the same time, the construction and operation standards approved by WRO apply only to WNIR, the UN’s partner company, as well as their public and private partners. The standards of the WRO for WNIR are extended on sections of railways with joint operation.
7. “The UN Managing company”
The owner of WNIR is the UN in the person of the WRO, and “The UN Managing company” (conditional name) is the manager, administrator of the UN’s property. During the construction period, The UN Managing company” acts as the general contractor. After completion of every new section of the WNIR, the contractor becomes the UN’s manager for the section. As the business, the process of operation of the WNIR is returning their own funds spent by “The UN Managing company” plus making income. Therefore, “The UN Managing company” should not pay any taxes for six years. Since beginning operations on the WNIR “The UN Managing company” has been a perpetual administrator according to the contract with the UN, and the company cannot be sold. If wished, a shareholder of “The UN Managing company” has the right to cede, or sell their own shares to any human being at any time.
It is written in Chapter 6, that the WRO has responsibility for developing the charter of “The UN Managing company”. In the future, the WRO becomes the holder of “The UN Managing company” register, provides computer programs for shareholders, and acts as an arbitrator in case of disagreement between shareholders. Based on the experience in resolving such conflicts, the WRO develops amendments and additions to the charter. As a registrar, WRO does not have the right to disclose information about the number and percentage of shares owned by shareholders, or their names and citizenship. There is one exception only, if a shareholder applies for confirmation of their own details.
According to the charter of “The UN Managing company” only private individuals can be owners (shareholders). We believe the Board of Directors (BOD) should consist of 11 members. The owner with the most shares might alone appoint the chairman of the company's BOD. The alternative option may be a pool of shareholders with total percent of shares exceeding the percent of the largest shareholder as well as other pools. The largest shareholder may also create a pool with others. Each pool is registered by the registrar, and is monitored for changes in the percent of shares within the special program. The head of the WRO appoints on the percental base the first and any new chairman of the BOD. The registrar does not disclose the names of the largest shareholders, or the names of those who are in the pools. Instead aliases may be used for the pools’ name.
The charter of the “UN Managing company” developed by the WRO should also allow shareholders joining in a pool to appoint a member of the Board of Directors, to represent this pool. The owner or a pool with 9% of the shares or more has the right to appoint one member of the BOD. Accordingly, the owners of 18% or more shares may introduce two members to the Board of Directors and so on. Appointed members of the BOD, including the Chairman of the Board of Directors, can be replaced by the owner himself or by the pool at any time at their discretion, except on weekends. As proof of rights on appointing the Chairman of the BOD or a member of the BOD a confirmation or document is provided by the registrar. Remaining members of the Board of Directors, in addition to those who are directly appointed, are elected by the shareholders' meeting. Shareholders with a total share of 99% only may take part in the meeting. Minority shareholders with a total share of less than 1% should be considered portfolio shareholders. These shareholders receive information about the company's activities from press releases. The approach proposed here is designed to reduce the level of bureaucracy in “The UN Managing company”.
The above conditions are proposed to avoid a situation where the power of hired management prevails over the position of large shareholders. Representing large owners, the Chairman of BOD might organise a meeting or voting for shareholders with 50% + 1 share to make any decision regarding “The UN Managing company”. The register should assist the Chairman in this matter. An option for owners to take back control of the company is by six members of the BOD to vote. Six votes of members of the BOD are also required to appoint or reassign the Chairman. We would call the proposed rules “owner democracy”.
As earlier stated, the purchase of land for constructing new sections of the WNIR is carried out by the states through which territory a new route is being laid. “The UN Managing company” has the right to build and construct their own roads. The main purpose for the UN to own the company is for the construction and operation of the WNIR for delivering goods and passengers around continental territories across states’ borders with no stoppages. “The UN Managing company” is a legal entity with no rights to be engaged in other business, and/or buy and sell on the stock exchange. “The UN Managing company” gives contracts for construction of new roads and reconstruction of existing ones to specialised companies with experience and a good reputation. The WRO can only control the quality of the main works, and check them for compliance with the project approved by this organisation. Project organisations provide their author control through both the WRO and “The UN Managing company”.
In addition to construction of new railways, “The UN Managing company” may buy land owned by other companies and states, and the company can buy entire railway companies for developing their own railroad business. In this matter they need to get permission from certain states only but not from the WRO. We expect, over time railways in some countries would partly or completely switch to the 2020 mm track. Some national railroads may be given to “The UN Managing company” in concession.
Some sections of the WNIR can be shared by “The UN Managing company” and national railroad companies by agreement with the WRO to improve effectiveness. There might be sections in shared use leading to ports. Standards of the WNIR should be applied in all cases of joint or shared operation with other railroad companies.
An important requirement for “The UN Managing company” is the coding of all freight wagons, as well as containers, moving along the WNIR. A similar point has to be provided in the Law on the WNIR. This is done to prevent transit states knowing both a country of consignment and a country of destination. “The UN Managing company” is responsible for cargo compliance with requirements of the Law on WNIR. On their own initiative the WRO could carry out random checks.
8. Miscellaneous
In this chapter, we write about various issues related to the World Railways, the WRO and “The UN Managing company”. The Law on the WNIR should contain a list of completely prohibited goods and cargo. In addition to this list, the Law must contain a list of goods which have to be coordinated with the WRO each time. In some cases, “The UN Managing company” or the WRO must receive approval from transit countries. Transportation of various types of weapons and military units of, for example, peacekeeping forces, can be carried out with the approval of the UN Security Council only.
“The UN Managing company” has the right to unhook only those wagons and unload only those containers which were originally intended for delivery to the customs terminal specified by the sender of the cargo. Transit wagons and containers must be moved to the destination country, and transit state’s authorities must not prevent “The UN Managing company” from doing its job. They cannot be stopped, uncoupled, and, moreover, cannot be unloaded. Those actions are considered a challenge to World society as well as to Casus belli.
As mentioned above, the data of cargo composition, cargo, sender, and destination are encoded. The movement of each train, wagon, and cargo container along the World railroad from the beginning to the terminal is monitored all the way.
To ensure the safety of WNIR, passengers and cargo, “The UN Managing company” must have an inner computer Network along with a database. Access to the Internet can only occur from separate computers. It is recommended to have the same Internet provider as the WRO uses.
For the same reasons, “The UN Managing company” is recommended to have affiliated telecom operators, including cellular, in different countries of the world. The telecom operators are independent and pay taxes in their own countries, but communication between them should be free of charge.
Along with WNIR in the most remote and poorest corners of the planet, “The UN Managing company” can become the only/main generator of electricity there, which is needed for the operation of traction substations. The WRO should interact with local authorities and UN structures long before constructing the World railroad through such regions to help organise power supply. Any business there is legal with approval of both local government and the UN. Perhaps the simplest way would be for WNIR to construct a thermal power plant, working on gas, which provides for LNG tanks.
It’s not surprising that project works and the construction of railroads are more expensive if you contract companies from developed countries, since labour costs and prices are much higher there. If a company from a developing country does contract work faster with good quality it would be a preferable contractor. For construction of sections of the World railroad at lower costs in the territory of developed countries, international law for WNIR should provide temporary entry for foreign specialists and workers without a local work visa. The WRO should guarantee, and “The UN Managing company” as the general contractor should ensure their departure after completion of the works. In fact, to speed up the works, it would be preferable to use the shift method for workers. This will allow construction work to be carried out 24/7. Thus “The UN Managing company” would need to control each group of specialists and workers to reduce their expenses.
Besides those who work in shift groups, from time to time they would need specialists for short-term entry. We think that the WRO, as the UN’s structure, might provide UN diplomatic passports to important specialists associated with the construction of the WNIR.
Conclusion
What you are reading here is not a project yet. In this article we have tried to show you some advantages to the idea that a Worldwide Network of Intercontinental Railways (WNIR) might bring to mankind. However, it is enough to realise that people could benefit from the emergence of the social phenomenon as the World railway on Earth. Firstly, there are residents of remote and usually depressed regions with an underdeveloped economy and social sphere. It is expected that future investors, industries, jobs, and new residents would settle there. The most densely populated territories would be relieved of masses of people who went there searching for jobs, and burdens on the local environment should decrease. Humanity would spend less money transporting food, goods, and cargo. People would spend less for rent and meals since they are spread over a larger territory.
Businesses and industry would have the opportunity to move in areas with a lower cost of land and labour. This should reduce the cost of their products. As shipbuilding is tied to the seas, then railway engineering can be located almost anywhere since the WNIR’s net would be widespread. Seafarers have higher salaries for having to live on a ship for months, as well as for their risky job. Salaries of railway workers and specialists are noticeably lower. Traditionally dockworkers and port workers receive higher salaries for the same work that their colleagues in the transport sphere do. In areas close to the sea wages are commonly higher.
The goal to shorten sections of the railway to reduce travel time places the route through hilly areas and even mountains. In chapter 5, we mentioned the railway ferry between North America and Asia. Being introduced into such territories the WNIR might improve the lives of those who live in foothills, mountains, deserts, and a frosty Arctic. Many of these areas are suitable for harvesting healthy food programs. Many types of plants can be grown in the mountains and northern territories. In addition to a healthy environment, there is no need for chemicals to control insect pests and weeds - frost is used for this purpose. There is natural organic agriculture there, and many sorts of plants can be grown. The WNIR could offer substantial opportunities both for locals and agricultural businesses in what are today’s abandoned regions.
In conclusion it is necessary to discuss funding for the construction of the WNIR. We believe in the efficiency of private business which at times can be more effective than the corporative or state business. A WNIR’s project under the auspice of the United Nations could provide great opportunities for wise investors. This is about establishing the first co-operative planetary business. Besides the project as it is, this has significant potential for the affiliated businesses earlier mentioned.
Today many potential investors do not have appropriate avenues where they can grow their savings. There is hope the UN will provide opportunities for money flow in this World railroad project that is needed for humanity. Imagine this - WNIR could be an important step towards a future planet without frontiers.
Edited by Jenny Neve
The author of the project: Alexey Borisovich Smirnov
The Analyst and Seeker of Truth
22 June 2025
Marks: Alexey Smirnov, the UN, World Railway Organisation (WRO), Asia, Africa, Europe, 2020 mm gauge
© Alexey Borisovich Smirnov, 2026
novoruss.ru@gmail.com or elenalexey.smirnov@gmail.com
novoruss.ru@gmail.com or elenalexey.smirnov@gmail.com