Kazakhstan Proposes Asian Transport Strategy at Baku Summit

Kazakhstan has proposed a common transport strategy for Asia at a summit in Baku, where Central Asian leaders called for closer economic and technological cooperation. The leaders of Kazakhstan, Kyrgyzstan, and Uzbekistan presented their initiatives on October 15 at the seventh summit of the Conference on Interaction and Confidence Building Measures in Asia (CICA). The proposals came amid negotiations to transform the forum into a full-fledged international organization. CICA has particular historical significance for Kazakhstan. The idea of establishing the forum was first proposed in 1992 by Nursultan Nazarbayev, then the country’s president, at the United Nations General Assembly. President Kassym-Jomart Tokayev called for the development of a CICA Transport Connectivity Strategy. It would examine the potential of China’s Belt and Road Initiative, the International North–South Transport Corridor, the Trans-Caspian International Transport Route, also known as the Middle Corridor, and the Trump Route for International Peace and Prosperity, a planned transport link through Armenia. The Middle Corridor connects China and Central Asia with European markets through the Caspian Sea, Azerbaijan, Georgia, and Turkey. The North–South Corridor focuses on freight transportation between Russia, the Caspian region, Iran, and India. For Central Asian countries, developing several routes simultaneously means having more export options and reducing dependence on individual transit routes. Tokayev also linked the prospects for improved transport connectivity to better relations between Azerbaijan and Armenia. Opening transport links in the South Caucasus could expand shipping options between Asia and Europe, although the specific arrangements for operating new routes have yet to be agreed upon. Another proposal from Kazakhstan is a CICA Water Partnership for joint research, technology exchange, and water conservation. Tokayev also raised the issue of protecting the Caspian Sea. For Central Asia, water management is closely linked to growing demand from agriculture and the energy sector, as well as the effects of climate change. Kyrgyz President Sadyr Japarov focused on investment and industrial cooperation. He called on CICA member states to pursue more joint projects, invited investment in the Tamchy Special Financial Investment Territory, and proposed developing cross-border digital infrastructure. The country is building the China–Kyrgyzstan–Uzbekistan railway to expand its transit connections. Uzbek President Shavkat Mirziyoyev presented proposals on the responsible use of artificial intelligence (AI), confidence-building, and climate cooperation. He proposed establishing a CICA expert platform to develop common recommendations and coordinate practical measures on AI. Tashkent is pursuing digitalization domestically and is interested in international standards and technological partnerships. The summit adopted the Baku Declaration and admitted Laos as CICA’s 29th member. The transport proposals came a week after regional leaders agreed to prioritize East–West and North–South transport routes at an October 8 meeting in Avaza, Turkmenistan.

New Port in Mangystau: Strategic Asset or Risk of Overcapacity?

Kazakhstan has announced plans to build a new seaport in the Mangystau region, presenting the initiative as a strategic move to strengthen the country's role in the East-West transit corridor. However, with existing Caspian ports in Aktau and Kuryk operating at less than one-third of their capacity, questions are being asked about whether the project addresses actual logistical needs or merely redistributes existing cargo flows. Kazakhstan’s current maritime infrastructure on the Caspian Sea includes the ports of Aktau and Kuryk, which together have a combined throughput capacity of over 27 million tons per year. Yet, in the first nine months of 2025, transshipment volume stood at only 6 million tons, despite a 9% year-on-year increase, placing current utilization at roughly 30%. Despite this, authorities in the Mangystau region argue that the proposed port in Karakiya district will boost national transit capacity, shorten delivery times on the China-Europe route by 7-15 days, and reduce logistics costs by 18-25%. The port’s design capacity is projected at 20 million tons annually. Proponents of the project cite periodic bottlenecks at Aktau and Kuryk, such as temporary loading restrictions and railcar congestion, as justification for new infrastructure. Still, forecasts from international institutions suggest that freight volume on the Trans-Caspian route could reach 10-11 million tons by 2030, while the eastern branch of the North-South corridor may handle up to 24.7 million tons. In light of these projections, some question whether expanding and modernizing existing facilities might be a more cost-effective solution. Indeed, upgrades are already underway. The container hub in Aktau is set to increase capacity to 250,000 TEU, while the multifunctional Sarzha terminal in Kuryk is expected to handle up to 12 million tons annually, developments that could significantly enhance throughput without requiring large-scale capital investment. Investment details are also attracting scrutiny. The new port’s estimated construction cost is $300 million, with several Chinese companies, owners of cargo bases and logistics assets, lined up as investors. Observers warn this could lead to a shift in transit flows in favor of the new facility, undermining existing ports in a scenario of economic “cannibalization.” There are also concerns about whether concession agreements might include compensation clauses for underutilized capacity, placing additional financial risk on the state. The project is slated to unfold in three phases: construction from 2025 to 2027; joint operation with Chinese partners from 2028 to 2037; and a phased transfer of management to the Kazakh side after 2038. The development is expected to create more than 2,000 jobs and will feature a railway connection and automated container terminal. In parallel, regional authorities are exploring maritime tourism as a complementary development strategy. Plans include launching Caspian Sea cruise routes and enhancing passenger facilities at the port of Kuryk, with a goal of attracting up to 625,000 tourists annually by 2028, envisioning a synergistic effect for the broader transport sector. While Mangystau has the potential to emerge as a key logistics hub in Central Asia, the success of the new port will hinge not on...