Iran (IMNA) - At the center of the agreement is the Marand–Cheshmeh Soraya transit line, a roughly 200-kilometer route that will extend toward Turkey’s Aralık border region. Iranian officials estimate the project’s value at approximately $1.6 billion, with completion envisioned within three to four years. Both governments describe the new line as a strategic priority for connecting their national rail networks and establishing a more reliable trade corridor between Asia and Europe.
The launch of the project is widely seen as a signal of the southern Silk Road’s reemergence as a serious contender in Eurasian logistics. For years, freight routes through Iran were overshadowed by northern and middle corridors. But shifting geopolitical dynamics and rising transport costs have altered the landscape. The Russia–Ukraine conflict has disrupted the northern passage, while the Caspian Sea continues to slow transport along the middle route, pushing greater attention toward the southern corridor.
Advocates argue that the economic logic is clear. China–Europe rail freight totals about 60 million tonnes annually, and even a small diversion—around 10%—could significantly influence transit revenues for countries along the southern arc. The corridor’s biggest advantage is continuity: it avoids the multimodal transfers required across the Caspian and remains less exposed to sanctions, warfare or political instability.
Completing internal gaps along the Marand–Maku–Bazargan axis and linking directly into eastern Turkey would help transform the route from a theoretical concept into a commercially viable pathway. Once operational, freight could travel from western China to Europe without the interruptions that currently affect transit across the region.
The initiative aligns with broader regional efforts to simplify tariffs and reduce border dwell times along the east-west corridor. Moves to standardize rail charges are intended to make the southern route more cost-competitive against northern alternatives. Early indicators suggest momentum: the number of China-origin freight trains entering Iran this year has surged to forty, compared with just seven over the previous seven years combined.
Beyond freight efficiency, the corridor promises wider economic gains. Enhanced rail infrastructure tends to bolster industries such as warehousing, cold-chain services, customs operations and cross-border trucking. Increased traffic between Iran and Turkey could eventually support future passenger services as cross-border tourism and business travel continue to grow.
The southern corridor’s appeal is also reinforced by the planned revival of the Istanbul–Tehran–Islamabad (ITI) rail service, scheduled to reopen in January 2026. When combined with the Iran–Turkey link, the ITI line strengthens south-central Asia’s integration into a wider Eurasian rail network.
Longer shipping times via the Suez Canal, volatility in global container markets and the restructuring of supply chains have all heightened interest in alternative land routes. Against this backdrop, the Marand–Cheshmeh Soraya project stands out as a strategic upgrade to an ancient trade artery. If completed on schedule, the new line will form the missing link in a 2,000-year-old route — one that both Iran and Turkey aim to transform into a cornerstone of modern Eurasian connectivity.
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