On November 2, 2026, negotiations were held in Kazakhstan between representatives of Azerbaijan's AZCON Holding and Kazakhstan's sovereign wealth fund Samruk-Kazyna. The talks resulted in the signing of two documents aimed at developing transport and logistics cooperation. The first provides for the preparation of the Caspian Bridge project, also known as Super Ferry — a new freight ferry system connecting the ports of Alat in Azerbaijan and Kuryk in Kazakhstan. The second document establishes the main terms of cooperation between the two countries' railway operators on the creation of a joint intermodal freight terminal at the Baku International Sea Trade Port.

 

According to the announced plans, Caspian Bridge is expected to ensure regular operations of modern, high-capacity ferries. The vessels are intended to transport railway wagons directly across the Caspian Sea, eliminating the need to unload cargo beforehand and subsequently transfer it to another mode of transport. Such a system could potentially reduce the number of intermediate handling operations, shorten cargo processing times and improve the predictability of transit shipments.

Kazakhstan's Ministry of Transport has outlined a target capacity of 8 million tonnes of cargo annually, with the possibility of subsequently increasing it to 10–12 million tonnes. However, these figures should currently be regarded as project targets rather than the confirmed operational capacity of the future system.

The issue of financing deserves particular attention. The documents signed by AZCON Holding and Samruk-Kazyna establish a framework for cooperation in preparing and implementing the project, but do not in themselves constitute a final investment decision. A similar situation applies to the terminal at the Port of Alat: Azerbaijan Railways and Kazakhstan Temir Zholy have signed a document outlining the principal terms of its establishment, while the investment model and financing mechanisms are expected to be determined at a subsequent stage following technical and economic assessments.

This is where the main risk of the current agreements becomes apparent: political support and announced targets are moving ahead of specific implementation parameters. The final project cost, sources of financing, construction and commissioning schedules, as well as detailed technical specifications for the future ferries and terminal, have not been disclosed. Without this information, it is difficult to assess the economic viability of Caspian Bridge and its actual impact on the capacity of the Middle Corridor.

An additional challenge is that the development of maritime infrastructure does not automatically resolve all the constraints affecting the Trans-Caspian route. The efficiency of transportation depends on the coordination of railway tariffs, train schedules, the availability of wagons and containers, port capacities, customs procedures and cooperation between operators across several countries. Even an increase in the number of ferries does not guarantee shorter overall delivery times if bottlenecks remain along railway and port sections of the route.

Kazakhstan and Azerbaijan are already taking steps to expand the Caspian region's transport capabilities. In particular, the construction of new dry cargo vessels at the Baku Shipyard is under discussion, alongside the development of a joint terminal network. These initiatives demonstrate the two countries' intention to establish a more sustainable infrastructure base for transportation between Central Asia, the South Caucasus and European markets. However, achieving the stated objectives will require coordination not only between the two countries but also among all participants in the Middle Corridor, including Georgia and Turkiye.

The project's geopolitical significance is also evident. Against the backdrop of efforts by European states and Central Asian countries to diversify transport routes that pass through Russia, the Middle Corridor is acquiring additional strategic importance.

At the same time, the route's economic attractiveness will be determined not by political declarations but by the competitiveness of transportation costs and delivery times. The Middle Corridor must compete with alternative land and maritime routes. Therefore, increasing its capacity without reducing overall logistics costs will not automatically lead to higher cargo volumes.

 

The agreements between Baku and Astana provide an organizational foundation for further preparations for Caspian Bridge and the joint terminal. However, they do not yet justify claims that a new, fully operational transport system is taking shape.

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05.11.2026 12:24