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This article is about the Marmaray commuter rail project. For the trans-Bosphorus undersea tunnels, see Marmaray Tunnel.
Not to be confused with Marmara (disambiguation).

Marmaray
Two trains meet in Bakırköy.
Overview
Service typeCommuter rail
StatusOperating
LocaleIstanbul
PredecessorIstanbul suburban
Haydarpaşa suburban
First serviceOctober 29, 2013 (Kazlıçeşme-Ayrılık Çeşmesi)
March 12, 2019 (Halkalı-Gebze)
Current operatorTCDD Taşımacılık
Former operatorTurkish State Railways
Ridership124 million (2019)[1]
Websitewww.tcddtasimacilik.gov.tr/marmaray Edit this at Wikidata
Route
TerminiHalkalı
Gebze
Distance travelled76.6 km (47.6 mi)
Service frequency8 minutes (Ataköy – Pendik)

15 minutes (Halkalı – Gebze)

Frequency may change during rush hour.
Technical
Rolling stockTCDD E32000
Track gauge1,435 mm (4 ft 8+1⁄2 in) standard gauge
Electrification25 kV, 50 Hz AC Overhead line
Operating speed60–80 km/h (37–50 mph) (average)
Track ownerTurkish State Railways

Marmaray (pronounced [ˈmaɾmaɾaj] ⓘ) is a 76.6-kilometre-long (47.6 mi) commuter rail line located in Istanbul, Turkey. The line runs from Halkalı, on the European side, to Gebze, on the Asian side, along the north shore of the Sea of Marmara. Mostly using the right-of-way of two existing commuter rail lines, the Marmaray line linked the two lines via a tunnel under the Bosporus strait, becoming the first standard gauge rail connection between Europe and Asia (all prior connections ran through Russia and used the incompatible Russian broad gauge).[2] The two existing sections of the line were rebuilt and expanded from two tracks to three tracks, to allow for higher capacity with intercity and freight rail. The name Marmaray is a portmanteau of the words Marmara and Ray, which is Turkish for rail.

History

[edit]

Construction started in 2004 and was originally intended to be completed by April 2009.[3] After multiple delays caused – among other things – by the discovery of historical and archaeological sites along the route as new stations were built, the first phase of the project was finally opened by president Erdoğan on October 29, 2013.[4][5] The second phase of the project was scheduled to open in 2015 but work once again stopped in 2014.[6][7] It was restarted in February 2017 and the line finally opened in its entirety on March 12, 2019.[8] The trains came with completely new rolling stock, with carriages that can be walked through from end to end.

The line can carry 75,000 passengers per hour in each direction (PPHPD).[3][9] Travel time from Halkali to Gebze normally takes 104 minutes.

The Marmaray is integrated with other parts of the Istanbul public transport network, including the Metro and the Metrobus network, via a number of interchanges. It is also integrated with the YHT high-speed train network to Ankara, Eskişehir and Konya, as well as with the international trains to Sofia in Bulgaria which depart from Halkalı.

Project

The project involved building a 13.6-kilometre (8.5 mi) tunnel under the Bosphorus and upgrading 63 kilometres (39.1 mi) of existing suburban railway lines to create a 76.6-kilometre (47.6 mi) high-capacity passenger line between Halkalı and Gebze, along with the provision of 440 electric multiple unit carriages.

First phase

[edit]

The contract for the project was awarded to a Japanese-Turkish consortium led by Taisei Corporation in July 2004.[4] The consortium included Gama Endustri Tesisleri Imalat ve Montaj and Nurol Construction.[10]

Plaque at the Üsküdar railway station commemorating Japanese-Turkish partnership

The Bosphorus (Istanbul Strait) is crossed by a 1.4-kilometre-long (0.87 mi) earthquake-proofed immersed tube, assembled from 11 sections – eight are 135 metres (443 ft) long, two are 98.5 metres (323 ft), and one element is 110 metres (360 ft).[11] Each section weighs up to 18,000 tons.[12] The tube was placed 60 metres (197 ft) below sea level, beneath 55 metres (180 ft) of water and 4.6 metres (15 ft 1 in) of earth.[12] It is accessed via tunnels bored from Kazlıçeşme on the European side and Ayrılıkçeşmesi on the Asian side of Istanbul and represents the world's deepest undersea immersed tube tunnel.[citation needed] Fire-resistant concrete developed in Norway was essential for the safety of the project.[13]

Construction started in May 2004 and the Marmaray tunnel was completed on September 23, 2008,[14] with a formal ceremony to mark its completion on October 13.[15]

Path of the rail tunnel project (dotted line) within the Marmaray railway, across the Bosphorus strait

Second phase

[edit]

The second phase of the project involved the renewal of the old suburban railway that ran between Halkalı and Kazlıçeşme on the European side of Istanbul and between Ayrılıkçeşmesi and Gebze on the Asian side. The work was meant to be completed at the same time as the first phase (the tunnel and underground sections), but was delayed until March, 2019.

A third line was added to enable the electric multiple unit (EMU) cars and other railway carriages to move separately.[7] Thirty-six above-ground stations along the line were rebuilt or completely refurbished.[16][17] Signalling was also modernised to allow trains to travel as close as two minutes apart (although in reality far fewer trains than that actually run).

The suburban-rail upgrade part of the project, known originally as CR1, was first awarded to the AMD Rail Consortium, comprising Marubeni of Japan, Dogus Insaat of Turkey and Alstom of France.[18] However, they were unable to complete the work and it was re-tendered as contract CR3 in early 2011. The replacement contract worth €932.8 million was awarded to a joint venture between OHL and Invensys Rail.[18]

A Marmaray train at Bostancı station on the first day of operation of the Gebze–Halkalı line

Freight

[edit]

In February 2010, Railway Gazette International reported that the tunnel's administrators were hiring consultants to analyse options for carrying freight traffic.[19] The Prime Minister and other officials have suggested that the Marmaray will help to create a modern "Iron Silk Road" by allowing freight trains to travel between Europe and China. Freight trains that are not carrying dangerous goods will be able to use the tunnel when commuter services are not operating (between 1:00 a.m. and 5:00 a.m.).[20] At other times only passenger trains will be in the tunnels.

Financing

[edit]

The Japan International Cooperation Agency (JICA) and the European Investment Bank (EBI) provided much of the financing for the project. By April 2006, the JICA had lent 111 billion yen and the EIB 1.05 billion euro for the work. The original cost was estimated at $4.5 billion[21] although it finally cost almost twice that.[22]

Rolling stock

[edit]
Main article: TCDD E32000

The Marmaray uses TCDD E32000 rolling stock manufactured by Hyundai Rotem in ten- and five-car EMU configurations. The original €580 million contract called for 440 vehicles to be produced locally by Eurotem, Hyundai Rotem's joint venture with Turkish rolling stock manufacturer TÜVASAŞ. Hyundai Rotem was chosen ahead of Alstom, CAF, and a consortium of Bombardier, Siemens, and Nurol.[23]

There are two depot and maintenance yards on the line (one at each end) where the sets are stocked.

Archaeological discoveries during work on the Marmaray

[edit]

The project was delayed by four years, largely due to the discovery of Byzantine-era and other 8,000-year-old archaeological finds on the proposed site of the European tunnel terminal at Yenikapı in 2005.[24] Excavations then produced evidence of the city's largest harbour, the 4th-century Harbour of Eleutherios (originally known as the Harbour of Theodosius).[12] Archaeologists also uncovered traces of the city wall of Constantine the Great, and the remains of several ships, including what appears to be the only ancient or early medieval galley ever discovered, preventing the project from proceeding as planned.[25] In addition, archaeologists uncovered the oldest evidence of settlement in Istanbul, with artefacts, including amphorae, pottery fragments, shells, pieces of bone and horse skulls, and nine human skulls found in a bag, dating back to 6,000 BCE.[12] Glass artefacts and fragments dating from the Hellenistic, Roman, Byzantine and Ottoman periods were also found during excavations at Sirkeci.[26]

Opening

[edit]
Marmaray train passing under the Bosphorus as depicted in tile in Sirkeci Station

On August 4, 2013, Prime Minister Recep Tayyip Erdoğan, test-drove the Marmaray from Ayrılıkçeşmesi station (originally İbrahimağa station)[27] on the Asian side under the Bosphorus and back again.[28]

On October 29, 2013, the first stage of the Marmaray project, the underground tunnel between Europe and Asia, was inaugurated on the 90th anniversary of the Turkish Republic'.[4] The maiden journey took place after a grand opening ceremony attended by President Abdullah Gül and Prime Minister Erdoğan, as well as by the Japanese Prime Minister Shinzō Abe, the Romanian Prime Minister Victor Ponta, the Somali President Hassan Sheikh Mohamud, and a number of foreign civil servants.[4]

On November 7, 2019, the first Chinese freight train to Europe ran through the tunnel. This demonstrated that the China to Turkey transportation time could be reduced from a month to 12 days as part of the Iron Silk Road concept.[29]

Earthquake protection

[edit]

The tunnel construction is only about 18 kilometres (11 mi) away from the active North Anatolian Fault and has worried some engineers and seismologists. "Since AD 342, it has seen large earthquakes that each claimed more than 10,000 lives."[12] Some scientists have estimated a 77% probability that, at some time in the next 30 years, Istanbul will suffer an earthquake measuring 7.0 or more on the Richter magnitude scale. The waterlogged, silty soil on which the tunnel is constructed has been known to liquefy during an earthquake so engineers injected industrial grout to 24 metres (79 ft) below the seabed to keep it stable.[12] The walls of the tunnel are made of waterproof concrete coated with a steel shell, each section independently watertight. The tunnel is made to flex and bend in the way that tall buildings are constructed to react if an earthquake hits. Floodgates at the joints of the tunnel are able to close and isolate water in the event of the walls failing.[12]

Steen Lykke, project manager for Avrasyaconsult, the international consortium that oversaw the construction, summed the problems up by saying, "I can't think of any challenge this project lacks".[12]

Marmaray in numbers

[edit]

Some figures of the project are as follows:[28]

  • Overall length: 76.6 km (47.6 mi)
  • Tunnel section: 13.6 km (8.5 mi)
  • Immersed tube: 1,387 m (4,551 ft)
  • Deepest point: 60.46 m (198.4 ft)
  • Minimum curve radius: 300 m (980 ft)
  • Maximum gradient: 1.8%
  • Surface stations: 37
  • Underground stations: 3
  • Interchanges: 8
  • Inter-city stations: 8
  • Minimum platform length: 225 m (738 ft)
  • Average station spacing: 1.9 km (1.2 mi)
  • Maximum speed: 100 km/h (62 mph)
  • Commercial speed: 45 km/h (28 mph)
  • Headway: 2–10 minutes
  • Passengers per hour and direction: 75,000
  • Number of passenger cars: 440

See also

[edit]

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Marmaray

View on Grokipedia
from Grokipedia
Marmaray is a 76.6-kilometre-long network in , , that connects the city's European and Asian sides by linking Halkalı in the west to in the east via a 13.6-kilometre undersea beneath the Bosphorus . The system comprises 43 stations, facilitates high-capacity urban and suburban transport with electric multiple-unit trains, and integrates with Istanbul's broader public transit network, including metro lines, trams, and metrobuses. The project originated from a 1999 agreement between and , with construction beginning in 2004 under the (TCDD) and international partners, aiming to alleviate across the Bosphorus. Delays due to significant archaeological discoveries, including Byzantine-era artifacts unearthed during tunnel boring, postponed the initial opening from 2009 until , 2013, coinciding with the 90th anniversary of the Turkish Republic. The full line, including extensions, became operational in March 2019, incorporating upgraded suburban tracks and new infrastructure to support mixed commuter, intercity, and freight services. Operationally, Marmaray trains run on double tracks with frequencies of 5 to 10 minutes during peak hours on the core section from Ataköy to , extending to 15-minute intervals for the full Halkalı-Gebze route, operating daily from 6:00 a.m. to midnight on weekdays and until 1:30 a.m. on weekends. The fleet consists of 440 rail cars manufactured by , configured in 5- or 10-car sets capable of speeds up to 105 km/h, with the entire end-to-end journey taking approximately 108 minutes, including a 4-minute Bosphorus crossing at depths up to 60 meters below sea level. Fares are distance-based, starting from standard rates and requiring an Istanbulkart for access, with options for full, student, and discounted tickets. As a of Istanbul's transportation , Marmaray has significantly reduced cross-continental travel times from hours by road or to under two hours by rail, with a designed capacity of up to 1.7 million passengers daily; as of 2025, it carries an average of about 600,000 passengers per day. The line not only enhances urban mobility in a of over 15 million residents but also forms part of Turkey's corridor, linking to high-speed and regional services for broader connectivity.

Project Background

Historical Context

Istanbul's transportation infrastructure during the Ottoman era relied heavily on maritime services to cross the Bosphorus Strait, with ferries serving as the primary means of connecting the European and Asian sides of the city. The Şirket-i Hayriye, established in 1851 as the Ottoman Empire's first , operated ferries that revolutionized passenger transport, replacing traditional rowboats and sailboats for both locals and goods. Rail development began in the mid-19th century, with the first lines constructed under foreign concessions; by the late 1800s, the network expanded significantly, including the Istanbul-Haydarpasa line on the Asian side completed in 1872 and the Station on the European side opening in 1890 as a hub for international routes like the . Into the , under the of Turkey, rail lines grew to support suburban commuter services, but the absence of a direct Bosphorus crossing meant reliance on ferries, leading to chronic delays and capacity issues as urbanization accelerated. The first road bridge, the Boğaziçi Bridge, opened in 1973, followed by the in 1988, shifting some traffic from ferries to vehicles but exacerbating congestion without integrating rail systems. Proposals for a rail tunnel under the Bosphorus emerged as early as 1860, when Abdülmecid I commissioned French engineer S. Preault to design an underwater steel tunnel linking the Anatolian and Rumelian railways, though technological limitations prevented realization. In 1902, during 's reign, American engineers proposed the "Tünel-i Bahri" metro project, envisioning a submerged tube with passenger cars, but it too remained unbuilt due to financial and engineering challenges. Modern concepts gained traction in the and amid Istanbul's rapid population growth from 1.46 million in 1960 to 8.26 million by 1997, overwhelming ferries—which carried up to 500,000 passengers daily—and the two road bridges with severe traffic bottlenecks. Feasibility studies in 1987 and subsequent planning emphasized a rail link to alleviate urban congestion and integrate the fragmented suburban rail networks on both continents. The 1999 İzmit earthquake, a magnitude 7.4 event centered 80 kilometers southeast of Istanbul, underscored the vulnerability of the city's transport infrastructure to seismic risks, damaging highways, railways, and ports while causing widespread liquefaction in coastal areas. This disaster, which killed over 17,000 people and disrupted cross-continental mobility, highlighted the need for a resilient, earthquake-resistant rail crossing to ensure continuity of essential services in a seismically active region prone to future quakes along the . The event accelerated international funding commitments for such projects, emphasizing designs capable of withstanding magnitudes up to 9.0.

Planning and Objectives

The Marmaray project was formally initiated by the Turkish government in 2000 under the 57th administration, marking the first serious step toward realizing a rail connection across the Bosphorus Strait through a signed consultancy agreement for detailed planning. This announcement addressed longstanding urban transport challenges in Istanbul, where rapid population growth and limited crossing options had exacerbated daily commutes. The primary objectives included alleviating severe on existing bridges and ferries, reducing from increased vehicle usage, and decreasing dependence on ferry services that were vulnerable to weather disruptions. Between 2000 and 2004, comprehensive feasibility studies were conducted to assess the project's technical, environmental, and economic viability, building on earlier conceptual work from the 1980s. These studies involved significant international collaboration, notably with the , which provided expertise in rail infrastructure and preliminary assessments as part of its official development assistance, and the , which contributed to early financing evaluations and risk analysis starting from 1999. The efforts confirmed the project's potential to modernize Istanbul's transport network while incorporating seismic safety measures given the region's earthquake-prone nature. Central to the project's goals was the seamless connection of European and Asian rail lines via an underwater tunnel, creating a continuous suburban rail corridor from Halkalı to Gebze. Designed to handle a peak capacity of 75,000 passengers per hour per direction, Marmaray aimed to shift commuters from roads to rail, thereby easing pressure on the city's overburdened infrastructure. Additionally, the system was planned for integration with existing and future metro lines, such as those at Yenikapı and Üsküdar, to form a unified public transport hub that enhances accessibility across Istanbul's divided continents.

Construction

First Phase

Construction of the Marmaray project's first phase began in May 2004, following the award of the primary contract to a Japanese-Turkish consortium comprising and Kumagai Gumi from Japan, along with Gama Endüstri Tesisleri İmalat ve Montaj Sanayi ve Ticaret A.Ş. and Nurol İnşaat ve Ticaret A.Ş. from Turkey. This phase focused on building the core 13.6 km underground rail connection between Ayrılık Çeşmesi on the Asian side and Yedikule on the European side, designed to link Istanbul's existing suburban rail lines across the Bosphorus Strait while integrating with the city's metro system to alleviate chronic traffic congestion. The tunnel system consisted of a 1.4 km immersed tube section beneath the Bosphorus, 9.8 km of twin bored tunnels, and 2.4 km of cut-and-cover sections, all engineered as a double-track railway capable of withstanding seismic activity near the . The immersed tube was constructed from 11 precast concrete segments, each up to 130 m long and weighing 18,000 tons, which were fabricated onshore, towed into position, and submerged to a depth of 60 m below sea level using precise ballasting and hydraulic controls to ensure watertight seals with rubber gaskets. Bored tunnels were excavated using slurry tunnel boring machines (TBMs) with a 7.64 m diameter from both shores, while cut-and-cover methods were applied in urban areas for station approaches, requiring extensive geotechnical stabilization to handle 's variable soil conditions including soft marine clays and alluvial deposits. Significant engineering challenges arose during underwater assembly, where strong currents and the strait’s 55 m water depth demanded millimeter-level accuracy in segment placement to avoid misalignment, compounded by the need for earthquake-resistant flexible joints allowing up to 2 m of lateral movement. The and connecting bored tunnels were structurally completed on September 23, 2008, marked by a formal ceremony on October 13, but overall progress halted for archaeological excavations starting in 2005 at sites like Yenikapı, uncovering Byzantine-era artifacts including the ancient Port of Theodosius, which delayed the phase's integration and testing until 2013.

Second Phase

The second phase of the Marmaray project focused on upgrading and modernizing approximately 63 km of existing suburban rail lines on both the European and Asian sides of Istanbul, extending from Halkalı to , to integrate seamlessly with the initial underwater tunnel segment completed in 2013. This phase involved comprehensive electrification of the tracks to support higher-speed and more efficient operations, installation of advanced signaling systems including CBTC (Communications-Based Train Control) and ERTMS Level 1 for enhanced safety and capacity on mixed-traffic corridors accommodating commuter, intercity, and high-speed trains, and extensive station renovations to meet modern standards. Key upgrades included the addition of a third track along much of the route to increase capacity, construction or refurbishment of stations such as those at Bakırköy, Maltepe, and , and the implementation of new power supply infrastructure to enable 25 kV electrification compatible with regional rail networks. These enhancements transformed the legacy lines into a high-capacity urban rail system, allowing for up to 75,000 passengers per hour per direction while supporting freight and intercity services. Integration with Istanbul's broader metro network was a critical component, achieved through multimodal transfer facilities at key interchanges like Yenikapı, where Marmaray connects with M1A, M1B, and M2 metro lines, and Söğütlüçeşme, linking to the M4 line, facilitating seamless passenger movement across the city's transit ecosystem. The phase was completed and inaugurated on March 12, 2019, by Turkish President Recep Tayyip Erdoğan, resulting in a fully operational 76.6 km line from Halkalı to with 43 stations, marking the realization of a continuous rail corridor across the Bosphorus. As of 2025, extensions such as the Halkalı-Ispartakule section are under construction to further integrate with regional networks.

Archaeological Discoveries

During the Marmaray project, archaeological excavations at the Yenikapı site commenced in 2004 as part of preparations for the rail hub, uncovering significant remains from Istanbul's ancient past. These digs revealed the long-lost Harbor of Theodosius (also known as Eleutherios or Portus Theodosiacus), a major Byzantine port constructed around 395 AD, approximately 1,500 years old at the time of discovery. The harbor, originally built on a natural bay that later silted up due to alluvial deposits from nearby streams, served as Constantinople's primary maritime gateway and provided crucial insights into late Roman and early Byzantine trade and urban development. Among the most notable finds were 37 Byzantine shipwrecks, dating from the 5th to the 11th centuries AD, representing the largest collection of medieval vessels ever excavated in a single location. These well-preserved hulls, along with associated artifacts such as pottery, tools, leather goods, and organic remains, offered unprecedented evidence of ancient shipbuilding techniques, cargo transport, and daily life in the . The discoveries extended even further back in time, with prehistoric layers yielding artifacts from the Neolithic era around 8,000 years ago, including stone tools, ceramics, hut foundations, over 1,500 human footprints preserved in clay, and evidence of early settlements linked to the Fikirtepe culture. These Neolithic remains, the earliest known on Istanbul's historic peninsula, indicated that the area was once a lakeside habitat when the was a freshwater body, reshaping understandings of the region's prehistory. The extensive excavations, spanning from 2004 to 2013, significantly impacted the Marmaray timeline, delaying the project's opening from its original planned 2009 date to October 2013 to allow for thorough documentation and preservation efforts. This postponement, amounting to about a year directly attributable to the archaeological work, underscored the tension between modern infrastructure development and protection. In response, the Yenikapı site was established as an archaeological museum and park, integrating preserved finds and displays into the rail station to educate visitors on Istanbul's layered history while enabling ongoing research.

Technical Specifications

Infrastructure and Tunnel Design

The Marmaray rail system utilizes standard gauge tracks measuring 1,435 mm, facilitating compatibility with international rail standards and enabling efficient commuter operations across . The infrastructure features double tracks for commuter services, supplemented by a third track in select sections for intercity and freight integration. Electrification is provided via overhead catenary wires at 25 kV 50 Hz AC, supporting high-capacity power delivery for the line's demanding passenger volumes. The network comprises 43 stations, designed to handle peak commuter flows with platforms optimized for rapid boarding and alighting. Key interchange points include , which connects to the M3 metro line; Yenikapı, linking to M1 and M2 metro lines as well as trams and ferries; and , integrating with the M5 metro line. These stations feature modern amenities such as escalators, elevators, and integrated ticketing systems to enhance multimodal connectivity. The overall design accommodates high-speed commuter service with a maximum operational speed of up to 105 km/h, prioritizing reliability and frequency over long-distance velocity. Central to the infrastructure is the 1.4 km immersed tube tunnel beneath the Bosphorus Strait, constructed using prefabricated concrete sections each approximately 100-130 m long and weighing up to 18,000 tons. These sections were manufactured onshore, floated into position, and sunk into a dredged trench starting in 2008, with the final elements placed by September of that year. The tunnel incorporates watertight rubber joints and flexible connections to accommodate ground movements, ensuring structural integrity in the seismically active region. Flanking the immersed tube are 9.8 km of bored tunnels and 2.4 km of cut-and-cover sections, all integrated to form a seamless 13.6 km underground corridor linking the European and Asian sides.

Rolling Stock

The Marmaray line operates with a fleet of TCDD E32000 electric multiple units (EMUs) built by in , consisting of 34 ten-car sets and 20 five-car sets for a total of 440 cars. These commuter trains were procured exclusively for the Marmaray network to provide high-capacity urban rail service across . In November 2008, Hyundai Rotem secured a €580 million contract from Turkey's Ministry of Transport to supply the rolling stock, with some local production handled by the Hyundai Rotem-TÜVASAŞ joint venture Eurotem. Deliveries began in 2011, and the first units entered revenue service in 2013 after testing on Istanbul's existing suburban lines. Maintenance responsibilities fall to TCDD Taşımacılık, the ' passenger transport arm, ensuring ongoing reliability for daily operations. The E32000 EMUs achieve a maximum speed of 105 km/h, with an operational speed of around 80 km/h on the Marmaray route to align with tunnel and urban constraints. Each ten-car set accommodates up to 3,274 passengers, including 496 seats and standing room for 2,778, while five-car sets hold about 1,637 passengers under similar loading conditions; this design prioritizes high-density commuter flow with wide doors and longitudinal seating. The trains incorporate regenerative braking to recover energy during deceleration, enhancing efficiency on the electrified 25 kV 50 Hz AC system, and feature accessibility elements such as dedicated wheelchair spaces and low-floor entry for improved passenger inclusivity.

Earthquake Protection

The Marmaray project incorporates advanced seismic engineering to mitigate risks from its location near the , one of the world's most active seismic zones. The design standards account for a potential magnitude 9.0 earthquake occurring in close proximity to the fault, ensuring the structure remains operational with minimal disruption post-event. A key feature is the use of flexible joints in the section, which connect the prefabricated concrete elements and permit up to 0.5 meters of lateral movement to absorb ground shifts without structural failure. These joints, combined with the tunnel's overall flexibility, allow it to deform rather than fracture during intense shaking. The tunnel is positioned up to 55 meters below sea level in relatively stable sedimentary layers, including clayey soils, to enhance resistance to and differential settlement. Safety measures include escape passages integrated into the tunnel compartments at regular intervals, approximately every 130 meters, providing pedestrian walkways between tracks for emergency evacuation. Additionally, an automatic shutdown system, triggered by seismic monitoring sensors, halts train operations in real-time upon detecting significant ground motion, preventing accidents and facilitating safe passenger egress. The seismic design complies with Eurocode 8 for and the Turkish (TEC 2007), incorporating probabilistic and deterministic hazard assessments to define the design basis earthquake at magnitude 7.5 for operational continuity, while exceeding these for extreme scenarios up to 9.0. Extensive testing, including dynamic simulations and scale model analyses of joint performance under simulated fault displacements, verified the system's integrity, confirming no loss of watertightness or functionality beyond repairable limits.

Operations

Opening and Inauguration

The Marmaray project achieved its partial opening on October 29, 2013, coinciding with the 90th anniversary of the Turkish Republic, marking the inaugural operation of the 13.6 km underwater rail tunnel beneath the Bosphorus Strait connecting Asia's Ayrılık Çeşmesi station to Europe's Yenikapı station. The ceremony was presided over by Prime Minister Recep Tayyip Erdoğan, with attendance from President Abdullah Gül and other dignitaries, highlighting the project's role in linking Istanbul's European and Asian sides for the first time via rail. This initial phase included three stations on the European side and two on the Asian side of the strait and integrated with existing suburban rail lines, enabling commuter services to begin immediately. The full line was inaugurated on March 12, 2019, extending the network to a 76.6 km route from Halkalı in the west to in the east, encompassing 43 stations and completing the cross-continental commuter corridor. President Recep Tayyip Erdoğan officiated the event, emphasizing the line's capacity to reduce travel times from 185 minutes to 115 minutes across Istanbul (actual end-to-end time is 108 minutes). Following the opening, daily ridership surged to an average of 365,000 passengers in the initial period, reflecting strong public adoption despite the project's phased rollout. Early operations faced challenges, including technical snags such as signaling malfunctions on the first day of the 2013 partial opening, which briefly halted services and required immediate troubleshooting for system integration with legacy rail networks. Overcrowding also emerged quickly, exacerbated by a 15-day free ride promotion that drew excessive crowds beyond initial capacity projections, leading to platform congestion and delays at stations. These issues prompted adjustments in scheduling and crowd management protocols to ensure smoother integration and reliability in the subsequent full launch.

Passenger Services

Marmaray operates as a vital commuter rail service connecting 's European and Asian sides, facilitating daily travel for urban residents across a 76.6 km route from to . The line serves 43 stations, detailed in the table below.
Station NameSideKey Connections
GebzeAsianYHT, M Darıca Metrosu
DarıcaAsian—
OsmangaziAsian—
GTÜ – FatihAsian—
ÇayırovaAsian—
TuzlaAsian—
İçmelerAsian—
AydıntepeAsian—
GüzelyalıAsian—
TersaneAsian—
KaynarcaAsian—
PendikAsianYHT, İDO, (M4, 1 km)
YunusAsian—
KartalAsian—
BaşakAsian—
AtalarAsian—
CevizliAsian—
MaltepeAsian—
Süreyya PlajıAsian—
İdealtepeAsian—
KüçükyalıAsian—
BostancıAsianYHT, M8, İDO
SuadiyeAsian—
ErenköyAsian—
GöztepeAsian—
FeneryoluAsian—
SöğütlüçeşmeAsianYHT, Metrobüs
Ayrılık ÇeşmesiAsianM4
ÜsküdarAsianM5, İDO
SirkeciEuropeanT1, T6, İDO, BUDO
YenikapıEuropeanT6, M1A, M1B, M2, İDO
KazlıçeşmeEuropeanT6 (U3)
FişekhaneEuropean—
YenimahalleEuropean—
BakırköyEuropeanYHT, M3 Özg. Meyd.
AtaköyEuropeanM9
YeşilyurtEuropean—
YeşilköyEuropean—
Florya AkvaryumEuropean—
FloryaEuropean—
KüçükçekmeceEuropeanMetrobüs (300 m)
Mustafa KemalEuropean—
HalkalıEuropeanYHT, B2
Trains run daily from 06:00 to 23:30 on weekdays, extending to 01:30 on weekends, with frequencies varying by section to accommodate peak demand: every 8 minutes on the high-density Ataköy– segment during most operating hours, and every 15 minutes on the full Halkalı–Gebze line. The end-to-end journey takes approximately 108 minutes, including a 4-minute underwater passage beneath the , enabling efficient cross-continental commuting. Fares are structured on a distance-based system using the contactless smart card, which integrates seamlessly with 's broader public transit network, including metro, trams, buses, , ferries, and funiculars for transfers without additional cost within specified time windows. For full-fare passengers, costs range from 27.00 TL for short trips (1–7 stations) to 59.76 TL for the longest journeys (36–43 stations), with discounted rates for students (13.18–27.00 TL) and social categories like teachers or the elderly (19.33–41.66 TL) as of January 2025. The system supports a projected daily capacity of 1.7 million passengers by 2025, reflecting its role in alleviating and promoting sustainable mobility. The line serves 43 stations, many of which feature accessibility enhancements for passengers with disabilities, including elevators, escalators, ramps, Braille signage, and audio announcement systems to ensure independent navigation. Real-time information is available through mobile applications like and the official app, providing live train tracking, arrival predictions, and route planning to enhance user experience.

Freight Services

Freight services on the Marmaray line operate within a mixed-traffic framework, where freight trains primarily run during nighttime hours to minimize interference with peak passenger operations, allowing up to 21 pairs of trains per day in designated slots. A key aspect of these services involves international connections under the , with the inaugural China-Europe freight train—the China Railway Express from Xi'an, China, to Prague, Czech Republic—passing through the Marmaray tunnel on November 7, 2019. This 11,500 km journey utilized the Trans-Caspian International Transport Route and continued via , , and , marking the first uninterrupted rail link of its kind through the undersea tunnel. The service has substantially improved logistics efficiency, reducing the transit time for cargo from China to Turkey to 12 days, compared to approximately one month by traditional sea routes. Trains on this route, such as the pioneering one, comprise 42 carriages, each offering 76 cubic meters of freight space, supporting diverse goods transport across Eurasia. Marmaray's freight operations integrate seamlessly with the on Istanbul's European side and the Gebze yard on the Asian side, which function as primary hubs for loading, unloading, and marshalling cargo destined for or arriving from continental routes.

Recent Developments and Extensions

In recent years, the Marmaray project has seen significant expansions aimed at enhancing connectivity and capacity across the Istanbul metropolitan area and beyond. A key development is the western extension of the Marmaray suburban rail service to Çerkezköy, which involves two major sections: the 8.4 km Halkalı-Ispartakule segment and the 153 km Çerkezköy-Kapıküle segment. These extensions form part of the broader Halkalı-Kapıküle high-speed railway line, designed to integrate with the existing Marmaray network and improve passenger and freight links to the European side. Construction on the Halkalı-Ispartakule section, which connects the current Marmaray endpoint at Halkalı to Ispartakule, is advancing rapidly as part of efforts to extend urban rail services westward. Meanwhile, the longer Çerkezköy-Kapıküle section, linking Çerkezköy to the Bulgarian border at Kapıküle, has achieved approximately 88% physical progress as of late 2024, with electrification and signaling works underway across its double-track alignment. As of November 2025, both sections are targeted for completion by the end of 2025, enabling seamless Marmaray operations to Çerkezköy and facilitating faster international connections. To address growing congestion on the existing Bosphorus crossings, plans for a third rail tunnel—known as the Great Istanbul Tunnel—have progressed, with construction underway for a 6.5 km multi-modal undersea link scheduled to open in 2028. This tunnel will include dedicated rail components, providing an additional crossing for suburban and metro services to alleviate pressure on the Marmaray tunnel. It is projected to add capacity for 1.3 million daily passengers, significantly enhancing overall transit efficiency between Europe's and Asia's sides of Istanbul. Complementing these passenger-focused initiatives, a tender for the Northern Railway Crossing Project was announced in 2025 to divert freight traffic away from Marmaray and create a dedicated bypass route. Valued at approximately $8.1 billion, this 125 km greenfield double-track, electrified railway will span from Çayırova on the Asian side to Çatalca on the European side, crossing the Bosphorus via existing alignments while incorporating new bridges, viaducts, and tunnels. The project aims to boost freight capacity, reduce nighttime restrictions on Marmaray, and strengthen Turkey's role in Eurasian rail corridors, with tenders expected before the end of 2025.

Financing and Impact

Funding Sources

The Marmaray project had an estimated total cost of approximately €3.6 billion based on 2004 projections. Funding was primarily sourced from international loans, with contributions from the Turkish , reflecting a collaborative approach to finance this major infrastructure initiative. Among the key international lenders, the extended a substantial loan equivalent to approximately €1.1 billion to support construction and related works. The provided €300 million in financing, targeting aspects of the rail infrastructure development. The contributed significantly through multiple soft loans totaling €1.25 billion, disbursed in tranches from 2005 onward to cover tunneling, stations, and rolling stock. Additional support came from institutions such as the , which granted €217 million for urban transport enhancements linked to the project. Project management and oversight were handled by the in coordination with the , ensuring alignment with national goals and compliance with lender requirements.

Economic and Social Impact

The Marmaray project has delivered substantial economic benefits to Istanbul by facilitating a modal shift from road to rail , thereby reducing operational costs associated with fuel and vehicle maintenance. According to assessments by PGlobal, the system generates annual fuel savings of up to TL 64 million through the elimination of approximately 25,430 daily car, , and minibus trips that would otherwise contribute to road . Additionally, the project's integration of freight services has enhanced regional trade efficiency, serving as a key link in the modern corridor by lowering the cost and duration of commercial rail transport between Asia and Europe. This has boosted economic connectivity, with the European Investment Bank noting an economic of around 10%, driven by long-term socio-economic gains from improved transport infrastructure. On the social front, Marmaray has transformed daily life for Istanbul's approximately 16 million residents by providing seamless cross-continental connectivity, particularly for commuters traveling between the European and Asian sides of the city. The reduces Bosphorus crossing times from up to five hours during peak periods to just four minutes, significantly alleviating urban mobility challenges. For longer journeys along the 76.3 km line, end-to-end travel from Halkalı to Gebze now takes approximately 108 minutes, a reduction of more than three hours compared to previous road-based options between major population centers during peak times. PGlobal estimates annual time savings valued at up to TL 382 million, enhancing productivity and quality of life for users while supporting equitable access to employment and services across the metropolis. Environmentally, the shift to electric rail via Marmaray has contributed to lower greenhouse gas emissions and improved urban air quality in Istanbul. The project monetizes annual CO₂ reduction benefits at TL 1.9 million, stemming from decreased road vehicle usage and associated fuel combustion. By promoting sustainable and reducing reliance on private cars, it aligns with broader goals for urban sustainability, including cuts in noise pollution and road accidents, as highlighted in the European Investment Bank's evaluation of the modal shift's positive externalities.

Performance and Statistics

Usage Figures

In 2019, Marmaray achieved an annual ridership of 124 million passengers, marking a significant milestone in its early full operations following the extension to Halkalı and . This figure represented an 84% increase from the previous year, driven by expanded service coverage across 's European and Asian sides. Peak daily ridership exceeded 500,000 passengers on multiple occasions, with a recorded high of over 500,000 on November 20, 2019. The system's design capacity supports up to 75,000 passengers per hour in each direction, enabling a maximum of 1.7 million daily riders to accommodate growing urban demand. As of 2025, actual average daily ridership stands at approximately 600,000, with a peak of 743,596 recorded in December 2024. By early 2026, cumulative ridership exceeded 1.4 billion passengers since the project's inauguration in 2013, underscoring its role as a vital commuter artery. Post-2019 growth trends showed robust recovery after an initial dip due to the ; for instance, annual figures rose from 115 million in 2021 to 191 million in 2022, with further increases to 196 million in 2024 and over 220 million in 2025. This rebound reflected enhanced service frequencies and integration with 's broader transit network, sustaining average daily usage above 500,000 passengers in recent years.

Safety and Reliability

Marmaray has maintained an exemplary safety record since its opening in October 2013, with no major accidents or derailments reported over the subsequent decade. The system's design incorporates advanced safety features, including automated train control and comprehensive fire suppression systems, contributing to its incident-free operation in terms of structural failures or collisions. Minor operational disruptions, such as a door malfunction on the inaugural day that briefly halted services, were swiftly addressed without passenger injuries. Isolated incidents involving individuals on tracks or escalator-related injuries have occurred, but these are typical of urban rail networks and have not compromised overall safety metrics. Reliability remains a cornerstone of Marmaray's operations, supported by regular maintenance cycles that include nightly inspections and periodic overhauls of signaling and track infrastructure to minimize downtime. The line achieves high on-time performance, enabling consistent service across its 76.6 km route despite high passenger volumes. Earthquake preparedness is integrated into routine protocols, with drills conducted as part of Istanbul's broader seismic resilience efforts; the immersed tube tunnel, for instance, features a seismic monitoring system that performed effectively during the 2014 Northern Aegean Earthquake (Mw 6.9), detecting minimal displacements. Post-2023 enhancements to Istanbul's public transport network, prompted by the Kahramanmaraş earthquakes, have bolstered Marmaray's emergency protocols through improved surveillance integration and coordinated response training, ensuring rapid activation during potential crises. The system's foundational seismic design, capable of withstanding magnitudes up to 7.5, continues to underpin its reliability in a high-risk zone near the .

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