Iran’s effort to reach the Black Sea through Armenia and Georgia and gain access to Europe has emerged as part of a search for more diverse transport links in the region. Associate Professor Erhan Akkaş of the Department of Economics at Ankara Social Sciences University assesses that the route does not represent an alternative large enough in the short term to disrupt Turkey’s logistical position.
Infrastructure work on the North-South Corridor
The North-South Road Corridor, which begins at the Iranian border and runs north through Armenia, is planned to connect to the Black Sea through Georgia. The connection is intended to expand Iran’s access to different trade routes.
Construction continues on the 32-kilometer Kajaran-Agarak section in the southern part of the corridor, including two tunnels and 15 bridges. Under the timetable provided by Armenian authorities, physical progress exceeded 40 percent as of February 2026, and the section is expected to be completed in 2027.
An initiative to build a second bridge over the Aras River between Iran and Armenia was also brought back onto the agenda in August 2026. The connection is expected to strengthen road transport between the two countries.
Road network limits capacity
Infrastructure challenges must be overcome before Iran’s planned route to the Black Sea can become an option on the same scale as existing transport networks. The absence of a direct railway connection between Iran and Armenia and the heavy reliance on road transport are among the main factors limiting the route’s capacity and transport speed.
Physical conditions and freight capacity on some road sections in Armenia need to be improved. Establishing a railway connection and upgrading road infrastructure are viewed as decisive for faster transport and greater freight capacity.
Tehran seeks to diversify its connections
Following the Russia-Ukraine war, the security and continuity of transport networks across Eurasia became more important. Developments around the Strait of Hormuz also showed that trade and energy flows depend on certain crossing points. This situation strengthened Iran’s search for connections extending in different directions.
For this reason, Iran’s effort to reach the Black Sea through Armenia is not being considered solely in terms of competition with Turkey. The route is viewed as an effort to create an alternative to Iran’s existing connections and increase the number of its trade routes.
Security emphasis over TRIPP
Regarding TRIPP, also called by Trump the Trump Route for International Peace and Prosperity, Iran emphasizes Armenia’s sovereignty and territorial integrity. Tehran also voices concerns that the project should not be used for security purposes against Iran.
Armenia argues that TRIPP could provide economic opportunities for Iran. The parties’ differing approaches show that Iran is assessing new transport connections not only for their economic benefits but also for their security implications.
Differences from the Development Road
The Development Road Project, planned to connect the Persian Gulf with Europe, covers an approximately 1,200-kilometer road and railway network running from the Grand Faw Port through Iraq to the Turkish border. The project is expected to be carried out with an investment of approximately $17 billion.
While the Development Road is designed as an integrated road and railway network, Iran’s Black Sea link includes road transport through Armenia and Georgia as well as maritime transport in the Black Sea. The planned Persian Gulf-Black Sea Corridor is a multimodal structure bringing together connections in Iran, Armenia, Georgia and Europe, which is one of the main differences between the two initiatives.
Because of this distinction, Iran’s Black Sea link is unlikely to compete with the Development Road on the same scale in the short term in terms of cost, speed and freight capacity. Nevertheless, the route is viewed as a strategic option that could expand Iran’s access to different trade directions.
Transport competition is taking shape through connections
Iran’s effort to reach the Black Sea through Armenia and Georgia does not represent an alternative large enough to change Turkey’s existing logistical position in the short term. Regional transport competition is expected to take shape less through the capacity of individual corridors than through how different connections are linked to one another.
In this context, the development points less to a direct threat to Turkey than to the need to diversify logistical capacity and international connections. Maintaining Turkey’s advantage will depend on an integrated logistics network linking railways, ports, border crossings and different international corridors.
