WANA (Sep 20) – The Rasht–Astara railway project, described as the missing link in the North–South transport corridor, will not only complete Iran’s rail connection to Azerbaijan and Russia but also provide the country with direct access to Europe without passing through or depending on Turkey.

 

The Rasht–Astara line is considered one of Iran’s most important transportation projects. Completion of this 162-kilometer railway could transform Iran’s position in regional transit.

 

It forms the missing section of the western branch of the International North–South Transport Corridor, a route intended to link Iran to Russia and, from there, to Europe, without reliance on Turkish territory.

 

Once operational, the railway will establish direct rail connections from Iran to major Russian economic hubs such as Moscow and St. Petersburg.

 

This link will not only facilitate cargo transport between the two countries but also create new opportunities for freight transit to Europe. Currently, Iran’s only rail access to Europe runs through Turkey, making the Rasht–Astara line a vital alternative route for international trade.

 

The project has been on the agenda for years, but has progressed slowly. Estimates suggest it requires nearly $1 billion in investment. Although the Qazvin–Rasht railway was inaugurated in 2017, the continuation of the line to Astara has faced delays due to financial and environmental challenges.

 

A major obstacle was financing, which was eventually addressed through a $1.6 billion credit line provided by Russia. At present, initial route design and land acquisition are underway.

 

Experts note that direct Russian investment, rather than financing, would have been preferable, as it would have guaranteed Russia’s long-term commitment to using the route.

 

Technically, the project faces significant challenges. While the original plan called for about 40 kilometers of elevated track, this figure later increased to 80 kilometers, substantially raising costs and construction time. Environmental concerns, especially in the Gisum forest region, have also created sensitivities.

 

According to transport and transit expert Hassan Karimnia, the Rasht–Astara line has a designed freight capacity of 7 million tons annually, though Russian estimates suggest demand on the corridor could reach 10 to 20 million tons.

 

He emphasized that, in parallel with this project, development of other routes such as Sarakhs, Incheh-Borun, and Jolfa, as well as Caspian Sea shipping, is also being pursued to maximize Iran’s share of regional transit.

 

In Astara, a rail terminal developed with Azerbaijan’s cooperation currently has a capacity of less than one million tons, though expansion plans are underway.

 

Experts believe completion of the Rasht–Astara railway will bring not only benefits for Russia but also significant economic gains for Azerbaijan and Iran’s other neighbors.

 

Forecasts suggest the railway could be operational within three to four years if financial and technical obstacles are resolved. Although this timeframe appears lengthy, the project’s strategic importance underscores the need for faster progress.

Wana - North-South Corridor

North-South Corridor. Social media/ WANA News Agency