Isfahan Metro

Isfahan Metro is an urban rapid-transit system, distinct from the national railway used for intercity journeys. Its principal operating corridor crosses the city from Qods in the north towards Defa-e Moqaddas, also known as Soffeh, in the south. A report quoting the operating company’s chief executive described Line 1 as approximately 20 kilometres long, with 20 active stations. These are a dated description of the operating line, rather than measurements of every proposed extension. s2

The alignment helps explain the railway’s urban role. UrbanRail describes a route through the centre along Chaharbagh Boulevard, connecting the areas of the Kaveh and Soffeh intercity bus terminals. The metro therefore serves an internal city corridor while also bringing urban rail close to longer-distance road transport. This relationship does not make a metro ticket an intercity ticket, nor establish coordinated connections between the services. s1

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The railway emerged through successive openings. UrbanRail’s chronology records the Qods–Shohada section opening in October 2015, an extension to Takhti in November 2016, a further extension to Azadi in July 2017, and the southern extension to Soffeh in July 2018. Its record also identifies stations added within previously opened sections. A line’s inauguration date consequently does not establish that its eventual route and every station were available from the beginning. s1

The same source retains earlier construction expectations alongside later opening dates. This makes it useful for understanding the project’s evolution, but unsuitable as a stand-alone statement of today’s timetable. Its introductory narrative and detailed chronology also differ over the month of the initial opening; October follows the dated chronology and requires confirmation against an original operator record. s1

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In a report dated 8 Dey 1404 in the Iranian Solar Hijri calendar, municipal rail officials described Line 2 as an unfinished project running from the northeastern Darak area through central Isfahan towards Khomeinishahr. They said trial operation of an initial section depended on obtaining trains, with the national government and Interior Ministry responsible for fleet provision. The announced opening target was a prospective commitment, not evidence that service subsequently began. s2

A later transport-news report continued to describe Line 2 construction and identified Imam Hossein as the intended intersection with Line 1. It also reported efforts to reduce peak-hour intervals on the operating line. Read together, these accounts show why tracks, stations, trains and service frequency need separate treatment: progress in one does not automatically establish readiness in the others. A dated operator notice confirming the extent of public service is still needed before publishing a current transfer guide. s3

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