[2] From this central spine, the railway network expanded with links to: Rioni to Kutaisi (1877), Rioni-Tkibuli (1887), Zestaponi to Chiatura (1895).

[2] The second major development of Georgian railways was due to rapid industrialisation and need for better distribution of agricultural products, including tea, citrus and wine produce.

The construction of the Sokhumi-Adler allowing direct connection to the Russian railway network started during World War II, and was in full operation by 1949.

[2] The rail connection between Kars and Tbilisi via Gyumri (Alexandropol, Leninakan) that began in 1889 ended in 1993 with the closing of the Turkish-Armenian border.

[2] (Some lines are no longer electrically operated due to political and economic instability and war, particularly in Abkhazia and South Ossetia.)

In 2009 Georgian Railway took delivery of the first of an order of eight inter-city EMUs produced by CSR Nanjing Puzhen Rolling Stock, China, at a cost of US$6M each.

The 3 kV dc trains have a maximum speed of 130 km/h and each four-car set seats a total of 300 passengers in first and second class accommodation.

[6] Following the dissolution of the USSR, the Georgian Government took control of many of the key assets of the new country and undertook an aggressive privatisation campaign.

[3] Following the 2008 South Ossetia war, Russian army forces entered parts of Georgia and damaged key Georgian assets.

On the other hand, the football stadium of Lokomotiv Tbilisi, the team of Georgian Railway, had one of the most modern sports sites in the country.

From June 2004 until October 2005 David Onoprishvili, a former finance minister and a professor at Vanderbilt University in Nashville, Tennessee, was general manager.

For this reason, the company is modernizing the section in order to increase capacity, reduce travel time, and improve safety as well as railway operation.

The T9 tunnel will consist of two parallel tubes connected with cross passages at intervals of 300 m.[11] The project is planned to be completed in late 2019.

Transportation specialists and railway companies strongly disagree with the costly solutions recommended by Booz Allen.