The Russia-Ukraine conflict came first, now followed by tensions in the Gulf and the wider Middle East. These developments are reshaping overland transport routes, restoring the strategic importance of regions previously considered less critical and rapidly shifting infrastructure priorities. From Bulgaria to Greece, Romania to Serbia, and Turkey to North Macedonia, recent months have seen a surge in project announcements and investment plans along rail corridors linking Europe and Asia. This momentum is fast-tracking initiatives that had previously remained on the drawing board.
Recent developments provide a clear snapshot of activity across the region. Bulgaria, Greece and Romania have begun seeking funding to modernise the Thessaloniki–Bucharest corridor. Serbia plans to restore or build nearly 1,400 kilometres of railway lines by 2035. Bulgaria and North Macedonia have committed to delivering their first cross-border rail connection by 2030. Romania has signed contracts worth €1 billion to upgrade its TEN-T network. Bulgaria will redevelop four intermodal port terminals. Turkey has secured approximately €7 billion in international financing to modernise the Bosphorus railway. Meanwhile, freight traffic began operating on the new Budapest–Belgrade line at the end of February 2026.
Looking more closely at Serbia, the scale of investment is significant compared with a national rail network that currently extends just over 4,000 kilometres. Planned projects, including both new construction and upgrades, account for roughly one-third of the entire network. Work is already under way on nearly 300 kilometres of new lines, scheduled for completion by 2030. Upgrades to sections of the main Belgrade–Niš route will allow freight trains to operate at their maximum permitted speeds. Further works will continue through to 2035, including the Valjevo–Vrbnica project, which will require substantial resources due to complex geological conditions.
Turkey’s programme is equally notable in both scale and ambition. Backed by around €7 billion in international financing, the country will deliver the “Northern Ring” project, aimed at significantly increasing freight rail capacity across the Bosphorus. At present, the limited capacity of the Marmaray tunnel, opened in 2013, allows only 1.7 million tonnes of freight to pass through during night hours. The new railway is expected to raise this to 30 million tonnes. Tendering is scheduled within 2026.
Romania’s project is also ambitious, already awarded to a consortium for nearly €1 billion. The 226-kilometre Craiova–Drobeta Turnu Severin–Caransebeș line in south-western Romania, part of the Rhine–Danube TEN-T corridor along the Bucharest–Timișoara axis, will undergo a comprehensive upgrade. Despite its strategic importance, the line is currently single track with sections limited to speeds of 50–70 km/h. Once doubled, electrified and equipped with European-standard signalling, it will support freight speeds of up to 120 km/h.
A 2.4-kilometre tunnel—previously not included in plans—will enable the first rail border crossing between Bulgaria and North Macedonia. The project, costing around €70 million, is expected to be completed by 2030. However, concerns remain over the wider Macedonian rail network, which is considered underdeveloped and lacking key segments. The new link is a crucial step in advancing Corridor VIII, which connects the Adriatic to the Black Sea between Durrës in Albania and the port of Varna in Bulgaria. Varna itself is undergoing upgrades to both rail connections and terminal infrastructure, including the addition of a new mobile crane.
Meanwhile, Bulgaria, Greece and Romania—having established a Black Sea–Aegean Corridor platform to streamline logistics—are now focusing on a joint project to modernise the Thessaloniki–Sofia–Bucharest railway. A new Danube bridge will be the centrepiece, while Bulgaria is planning two additional crossings over the river to open further cross-border rail links. One major project already completed is the Budapest–Belgrade line, built at an estimated cost of €4 billion. Largely financed by Chinese institutions, the line has entered service and will initially handle freight traffic only. Among its main beneficiaries is the Greek port of Piraeus.
Piermario Curti Sacchi
