Russia and Iran currently expect construction of the Rasht-Astara railway to begin in 2027, but the date is a target rather than a confirmed groundbreaking. Russian Railways First Deputy CEO Sergei Pavlov told Interfax on 15 October 2026 that construction was expected to start “next year” and that the work should take three years under the two countries’ intergovernmental agreement.
Is construction really starting in 2027?
2027 is the latest publicly stated start expectation, not a guaranteed date. Pavlov’s statement uses the language of an expectation, while Russia’s Transport Ministry said in January 2026 that the executive contract was still being prepared. Until that contract is finalized, the project remains vulnerable to administrative, financing, security and procurement delays.
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The practical meaning is that preparatory work is advancing, but the main civil-works phase has not been confirmed as having started. If construction does begin in 2027, Pavlov said the railway should be completed within three years under the Russia-Iran agreement. That would imply completion around 2030, although the completion timetable is also an expectation rather than a fixed delivery commitment.
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What the Rasht-Astara project will build
The planned line runs through northern Iran between Rasht and Astara, closing a missing rail connection on the western route of the International North-South Transport Corridor (INSTC). Later project updates describe the line as approximately 162 kilometres long. A 2023 official summary used 170 kilometres; the difference reflects project-description and measurement conventions, so the figures should not be treated as two separate railway alignments.
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| Project element | Published figure | Qualification |
|---|---|---|
| Planned railway length | Approximately 162 km | Used in 2026 updates; a 2023 official summary described 170 km. |
| New stations | 8 | Listed in Russian transport-project descriptions. |
| Trestles | 56 | Planned structures along the route. |
| Bridges | 73 | Planned bridges, including major watercourse and terrain crossings. |
| Overpasses | 30 | Road and route-separation structures included in the plan. |
| Expected rail freight | At least 15 million tonnes per year | Project expectation reported by Interfax; no independent post-opening forecast has been published in the available material. |
The large number of bridges, trestles and overpasses reflects the engineering demands of the route, rather than a simple track-laying project. The eight stations are intended to support the operating railway once the missing link is complete.
How much will it cost and who is paying?
Interfax reports a total project cost of €1.6 billion. Russia is expected to provide €1.3 billion of that amount, leaving the balance to be covered within the Russia-Iran financing framework. These are reported project figures, not a final audited outturn cost, and they may change as the executive contract fixes the final scope and prices.
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The financing, design, construction and supply framework comes from the intergovernmental agreement signed by Russia and Iran in May 2023. The Russian Federal Railway Transport Agency recorded the signing ceremony attended by Presidents Vladimir Putin and Ebrahim Raisi.
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Why the executive contract matters
The 2023 agreement establishes the political and financial framework, but the executive contract is the document needed to turn that framework into an executable construction package. In January 2026, the Russian and Iranian transport ministries were still working toward its finalization. The ministry described completing the contract as necessary to start work as soon as possible.
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What work has already been completed?
Preparatory activity has moved beyond a purely political announcement, but it has not yet become confirmed full-scale construction.
- Surveying: Surveying was reported to have begun in May 2025. Pavlov later said surveying started at the beginning of 2026, paused because of military action and had fully resumed by October 2026. The differing dates likely refer to separate phases or reporting descriptions; both indicate that route and site investigation has been underway.
- Land access: In February 2026, Iran signed a protocol giving the authorized Russian company Caspian Services access to land parcels needed for construction.
- Contract preparation: In January 2026, the two transport ministries were still preparing the executive contract that would define how the agreed financing and construction package is delivered.
- Expected civil works: Pavlov’s October 2026 statement places the anticipated start of the main construction phase in 2027.
Land access and renewed surveying reduce some early-stage uncertainty, but neither step is equivalent to a confirmed notice to proceed for the entire railway.
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Why the line is important to the North-South Corridor
The INSTC is designed as a multimodal north-south trade route linking northern Europe and Russia through the Caucasus and Iran to Persian Gulf and Indian Ocean markets. It combines rail, road and maritime legs rather than relying on one continuous railway.
Rasht-Astara is important because it addresses a missing rail section on the corridor’s western route. Without this connection, freight moving between the Caucasus and northern Iran must use less direct arrangements, including road movements or rail-to-road transfers. A completed line would provide a more continuous rail option inside Iran and could reduce handling at that point in the journey.
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Interfax reports that the railway is expected to carry at least 15 million tonnes of freight annually. That number is the project’s stated capacity or traffic expectation, not an independently validated forecast of actual future volumes. The corridor involves 12 participating countries and three broad route configurations, so the line’s eventual use will depend on border procedures, transshipment arrangements, available rolling stock, customer demand and the reliability of the wider network.
What could delay the 2027 target?
- Contract completion: The executive contract was still under preparation in January 2026. Any unresolved technical, legal or commercial terms could push back mobilization.
- Security conditions: Surveying was paused because of military action before resuming by October 2026. Further disruption could affect access, equipment movement or worker safety.
- Financing and procurement: The €1.3 billion Russian contribution is part of an intergovernmental framework, but disbursement schedules, imported equipment and supplier availability still have to support construction.
- Terrain and structures: Dozens of bridges, trestles and overpasses create multiple design, permitting and sequencing risks along a 162-kilometre route.
- Cross-border operations: Even a completed Iranian railway segment will not by itself guarantee corridor traffic. Border formalities, transshipment and coordination with connecting routes will determine how efficiently freight moves.
- Sanctions and geopolitical exposure: The project’s Russian financing and its position within a Russia-Iran trade corridor leave it exposed to changes in sanctions, diplomatic relations and regional security.
Milestones to watch next
The clearest indicators that the 2027 target is becoming firm will be the signature and publication of the executive contract, a formal notice to proceed, release of detailed construction packages and visible mobilization of contractors and equipment along the route. Readers should distinguish those milestones from surveying, land-access protocols and political statements, which show preparation but do not establish that railway construction has begun.
Until those steps occur, the most accurate description is that Russia and Iran are aiming to start the Rasht-Astara railway in 2027, with a planned completion period of three years after work begins.
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