Türkiye`s Vision for the Silk Road: August–October 2026

2026-10-18

Corridors, Infrastructure, and New Freight Flows

Between August and October 2026, two key priorities emerged on Turkey’s transport agenda: connecting the Middle Corridor to Europe and reducing infrastructural and administrative barriers to international freight transport. Official statements and updates from the business sector illustrate how Turkey is working to translate these objectives into tangible, practical outcomes.

The Middle Corridor Must Extend to Europe

On August 13, following meetings with Bulgarian representatives in Sofia, Turkey’s Minister of Transport and Infrastructure, Abdulkadir Uraloğlu, stated that Turkey should not be the final destination for the Middle Corridor, the Development Corridor, or the modern Hejaz Railway—rather, these routes must extend toward Europe. He further noted that, in this regard, Bulgaria stands as one of Turkey’s most vital partners.

This statement reflects the primary objective of Turkey’s transport strategy: for the country not only to receive cargo arriving from Asia and the Middle East but also to transport it—via its own network—to European markets.

September: Turkey and Kazakhstan Agree to Streamline Freight Transport

A meeting of the Turkey-Kazakhstan Joint Commission on Land Transport was held in Antalya on September 15–16. According to the International Transporters Association of Turkey (UND), the parties discussed electronic transport permits, a universal document model, cooperation between ports, and the streamlining of freight transport.

The agreed-upon quotas included:
- 12,000 bilateral transport permits (6,000 of which are electronic);
- 5,000 third-country permits (2,500 of which are electronic);
- 15,000 transit permits, issued entirely in electronic format;
- 3,000 universal transport permits. The parties also agreed that the issue of quotas and quantitative restrictions within the electronic permit system would be regulated according to a separate principle.

For businesses, this is a specific development: the facilitation of freight transport between Turkey and Kazakhstan aims to reduce administrative bottlenecks along the land-based section of the Middle Corridor. However, the agreed-upon number of permits does not, in itself, confirm that a reduction in transit times or costs has already been achieved.

October: Turkey’s Rail Link with Europe Strengthens

On October 9, the Çerkezköy–Kapıkule section of the Halkalı–Kapıkule railway line was officially opened. According to the Turkish Ministry of Transport and Infrastructure, the project was funded by a €275 million grant from the European Union and is intended to improve transport connectivity between Turkey and the EU. [EU-Turkey Transport Programme. ipa.uab.gov.tr]

According to Minister Uraloğlu, the Çerkezköy–Kapıkule section serves as a key piece of infrastructure for the European leg of the Middle Corridor. Data released by the Ministry indicates that the project involved the construction of a 153-kilometer, double-track, electrified line equipped with a signaling system, designed for an operational speed of 200 kilometers per hour.

The Ministry estimates that once the remaining sections of the Halkalı–Kapıkule line are completed, annual freight capacity is expected to increase from 1.5 million to 9.6 million tons. This figure represents the projected capacity of the fully completed project, rather than current freight volumes.

Baku–Tbilisi–Kars: From Transit Route to Commercial Freight Operations

On October 12, the Turkish logistics company Pasifik Eurasia announced a new commercial agreement for the transport of grain from Kazakhstan to Turkey. According to a statement from the company, the initial order amounted to 16,380 tonnes, and a trial shipment was scheduled to take place in October, destined for the Yenice station in the province of Mersin.

The company also set a target of transporting approximately 30,000 tonnes of grain per month for future shipments; however, this represents a future target volume rather than a figure for shipments already completed.

This example is significant because the efficiency of the Middle Corridor is ultimately measured by concrete commercial operations. The Baku-Tbilisi-Kars railway is part of this transport network, which connects the Caspian region with Georgia and Turkey.

The Lapis Lazuli Corridor and CASCA+: What has been confirmed?

Regarding the Lapis Lazuli Corridor, reports emerged on August 12 concerning a meeting between representatives from Turkmenistan and Afghanistan, during which the development of the corridor was discussed. The discussion focused on a route connecting Afghanistan, Turkmenistan, Azerbaijan, Georgia, and Turkey, as well as the simplification of customs procedures and the improvement of logistics infrastructure.

This was a discussion between Turkmenistan and Afghanistan, rather than a new agreement announced by Turkey. Therefore, while it reflects the regional context of the corridor's development, it does not confirm the launch of a new project involving Turkey's direct participation.

In the case of CASCA+, it is also important to distinguish specific agreements from broader regional cooperation. Within the Turkish-language sources reviewed, it has not been possible to independently verify any new, major agreement announced by Turkey regarding this format during the period from August to October 2026.

What does this mean for Georgia?

The developments between August and October highlight several practical aspects of Turkey’s vision: strengthening rail links with Europe, simplifying administrative procedures for shipments involving Kazakhstan, and facilitating the movement of commercial cargo via the Middle Corridor.

For Georgia, the efficient operation of the Baku-Tbilisi-Kars railway is of particular importance, as the volume of cargo transiting the country—along with the quality of services provided—directly influences the competitiveness of the entire corridor.

The core message of Turkey’s strategy for the business sector is this: the significance of a transport route is not determined solely by its geographical location on a map. Crucial factors include the ease with which cargo can be moved, the predictability of tariffs and delivery timelines, and the efficiency with which the Asian transport network connects to European markets.

For Georgia, this process offers opportunities that extend beyond merely increasing transit flows. Additional benefits can be realized through the development of logistics services, warehousing, cargo handling, and distribution.

Zurab Maghradze, DBA