Category: Azer News

Rauf Valiyev has been dismissed from the position of Chairman of the Board of Directors of Azerbaijan Caspian Shipping Company Closed Joint Stock Company, Azernews reports.

President of the Republic of Azerbaijan Ilham Aliyev signed the relevant decree.

Syrian President Ahmed al-Sharaa is set to pay an official visit to Germany on Tuesday, January 20, where he will meet with President Frank-Walter Steinmeier and Chancellor Friedrich Merz, a German government spokesperson said on Friday, Azernews reports.

According to the spokesperson, talks between al-Sharaa and Merz will focus on a range of issues, including the return of Syrian refugees to their home country. The German side signaled openness to re-engagement, stating that Berlin is interested in ‘finding a new start with the new Syrian government,’ marking a notable shift in Germany’s approach toward Damascus after years of strained relations.

The visit comes against the backdrop of an evolving debate within Germany over asylum and migration policy. Chancellor Merz has previously argued that there is no longer a justification for Syrians who fled the war to continue seeking asylum in Germany, suggesting that conditions in Syria have changed sufficiently to allow for returns.

Germany hosts one of the largest Syrian diasporas in Europe, and discussions on repatriation are politically sensitive, intersecting with domestic pressures over migration, integration, and security. Al-Sharaa’s visit is therefore seen as both a diplomatic signal and a practical step toward redefining cooperation between Berlin and Damascus, particularly on migration management and post-conflict normalization.

The high-level meetings are expected to clarify Germany’s expectations of the new Syrian leadership, while also testing whether a broader re-engagement with Syria could follow at the European level.

Construction works will be carried out to develop the external water supply system as well as the wastewater network and related facilities in Zar village of Azerbaijan’s Kalbajar District.

Azernews reports that the Construction Management Department of the Azerbaijan State Water Resources Agency (ADSEA) has launched the initial phase of the project. The agency has begun procedures to identify the contractor that will be responsible for implementing the works.

Preliminary estimates indicate that the construction of the water supply and sewage infrastructure will cost approximately 7.2 million manats.

Zar village is located in the Kalbajar District and is considered one of the region’s ancient settlements. Historical sources also refer to the village under the name Tsar. In 1993, Zar was occupied by Armenian armed forces and remained under occupation for many years.

Following the 2020 Patriotic War and the signing of the trilateral ceasefire statement, Kalbajar District-including Zar village-was returned to Azerbaijan’s control. Since then, large-scale reconstruction and restoration efforts have been underway. Under state programs, plans include rebuilding infrastructure, resettling former residents, and facilitating the gradual return of the population to the village.

Armenian Prime Minister Nikol Pashinyan has said he is expecting Russia to make a decision on the restoration of sections of Armenia’s railway network connecting the country with Azerbaijan and Trkiye, Azernews reports.

Speaking to journalists, Pashinyan noted that the issue has been discussed at multiple levels, including during his talks with Russian President Vladimir Putin, as well as contacts between the deputy prime ministers of the two countries. According to him, Yerevan is now awaiting an official response from Moscow.

‘Processes are underway, and these processes imply that the work needs to be carried out as quickly as possible. We are asking our Russian partners to make a decision on this matter,’ Pashinyan said, stressing Armenia’s interest in swift progress.

The prime minister recalled that Russia currently operates Armenia’s railway network under a concession management agreement. He added that Armenia has called on its Russian partners to restore the railway sections leading to the Azerbaijani and Turkish borders.

Pashinyan also noted that if Russia is unable to carry out the restoration for any reason, Armenia would consider taking over responsibility for these sections and completing the work independently.

The U.S. Embassy in Azerbaijan has addressed recent local media reports claiming that the United States has suspended all visa types for citizens of 75 countries, including Azerbaijan, Azernews reports.

According to the embassy, these reports do not reflect the facts. The temporary suspension applies only to immigrant visas (permanent residency) and does not affect non-immigrant visa applications, including tourist, business, student, or exchange program visas. Non-immigrant visa processing continues as usual at the U.S. Embassy in Baku.

The announcement follows a January 14 decision by the U.S. Department of State to halt immigrant visa issuance for citizens of 75 countries. The measure will take effect from January 21 and will remain in place indefinitely while the State Department reviews the immigrant visa process. According to a departmental memorandum, consular officers have been instructed to deny immigrant visas in line with existing legislation and reassess their evaluation procedures.

Under the guidelines, consular staff are instructed to consider a wide range of factors – including applicants’ health, age, English proficiency, financial resources, and potential need for long-term medical support – when determining whether an applicant may be considered dependent on public assistance.

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The Trump administration has temporarily suspended the issuance of immigrant visas to nationals of 75 countries, including Azerbaijan, Georgia, and Armenia, marking one of the broadest restrictions on legal immigration to the United States to date, Azernews reports, citing Guardian.

The suspension, which took effect on January 21, applies indefinitely and targets applicants deemed at risk of becoming ‘public charges’ – individuals who officials believe could rely on U.S. government assistance for basic living needs.

According to a U.S. State Department cable, the measure spans every major region of the world, covering countries across Africa, Asia, Latin America, the Middle East, and Eastern Europe. The list includes conflict-affected states, long-standing U.S. allies, and nations with deep historical migration ties to the United States.

Under the directive, consular officers are instructed to halt processing of affected immigrant visas. Even in cases where a visa has already been approved but not yet printed, officers must refuse to issue the document, the cable says.

The policy allows for limited exceptions, including dual nationals holding a valid passport from a country not on the list, as well as applicants who can demonstrate that their travel would serve ‘America First’ national interests.

The move represents a significant expansion of the administration’s efforts to tighten immigration controls and restrict legal pathways into the United States, reinforcing policies aimed at reducing long-term migration and public benefit usage.

A complete list of affected countries follows:

Afghanistan; Albania; Algeria; Antigua and Barbuda; Armenia; Azerbaijan; Bahamas; Bangladesh; Barbados; Belarus; Belize; Bhutan; Bosnia and Herzegovina; Brazil; Myanmar; Cambodia; Cameroon; Cape Verde; Colombia; Côte d’Ivoire; Cuba; Democratic Republic of the Congo; Dominica; Egypt; Eritrea; Ethiopia; Fiji; The Gambia; Georgia; Ghana; Grenada; Guatemala; Guinea; Haiti; Iran; Iraq; Jamaica; Jordan; Kazakhstan; Kosovo; Kuwait; Kyrgyzstan; Laos; Lebanon; Liberia; Libya; North Macedonia; Moldova; Mongolia; Montenegro; Morocco; Nepal; Nicaragua; Nigeria; Pakistan; Republic of the Congo; Russia; Rwanda; St Kitts and Nevis; St Lucia; St Vincent and the Grenadines; Senegal; Sierra Leone; Somalia; South Sudan; Sudan; Syria; Tanzania; Thailand; Togo; Tunisia; Uganda; Uruguay; Uzbekistan; Yemen.

After years of rhetoric, red lines, and stalled negotiations, movement in the South Caucasus is now coming from an unlikely source: process. Armenia’s decision to publish the implementation framework of the Trump Route for International Peace and Prosperity – TRIPP (Zangazur Corridor), is less dramatic than it first appears, but more consequential than its legal modesty suggests. No signatures were added, no borders redrawn, and no legal commitments announced.

Officially, the document creates no binding obligations. Politically, however, it marks another incremental step in a process that has been quietly gaining momentum since the August 8 Washington meeting between Azerbaijani President Ilham Aliyev and Armenian Prime Minister Nikol Pashinyan.

The document was presented following a meeting held in Washington on the previous day between Armenian Foreign Minister Ararat Mirzoyan and U.S. Secretary of State Marco Rubio. The ministry emphasized that the document does not create legally binding obligations for either Armenia or the United States and is intended to serve as a framework agreement.

Under the text, the TRIPP framework describes mechanisms for launching multimodal transit connectivity through Armenian territory. The project is presented as an infrastructure initiative aimed at ensuring unobstructed transit, linking mainland Azerbaijan with the Nakhchivan Autonomous Republic, and forming a key segment of the Trans-Caspian trade route.

The Foreign Ministry noted that implementation of the project will be based on the principles of sovereignty, territorial integrity, and reciprocity. Its stated objectives include strengthening the security and economic development of Armenia and Azerbaijan, as well as expanding regional trade and transit opportunities between Central Asia, the Caspian Sea region, and Europe.

The project envisages the creation of a dedicated company to oversee the development and operation of TRIPP.

A structure is planned under which the United States would hold a controlling stake, while Armenia would retain oversight mechanisms on key issues.

The proposed model grants construction and operating rights for 49 years, with the option to extend for an additional 50 years. At the initial stage, 74 percent of shares would be allocated to the United States and 26 percent to Armenia. In the event of an extension, Armenia’s stake could increase to up to 49 percent. Any changes in shareholding or final beneficial ownership would require prior approval from both the Armenian and U.S. governments.

Seen in this light, the disclosure is not a rupture but a continuation. It reflects the slow, workmanlike consolidation of a connectivity agenda that has moved beyond slogans and into institutional design. The fact that the framework was presented immediately after talks between Armenian Foreign Minister Ararat Mirzoyan and U.S. Secretary of State Marco Rubio only reinforces that sense of sequencing rather than spontaneity.

The most striking feature of the document is not what it promises, but who stands behind it. TRIPP carries Donald Trump’s name, and the framework makes clear that Washington is not merely endorsing the idea but anchoring itself inside the mechanism. A U.S.-controlled operating company, long-term construction and management rights, and American involvement in digital customs systems and training programmes all point to a level of commitment that goes beyond diplomatic facilitation. This is the United States inserting itself as a guarantor of process, not just a sponsor of dialogue.

For Armenia, this arrangement is carefully framed to avoid the most sensitive red lines. The document repeatedly stresses sovereignty, territorial integrity, and full retention of legislative, judicial, security, and customs authority. The proposed ‘front-office/back-office’ model, where private operators handle technical and customer-facing tasks while Armenian state bodies retain final decision-making power, is clearly designed to neutralise domestic accusations of lost control. In form, this is not an extraterritorial corridor; in function, it is a tightly managed transit regime.

For Azerbaijan, the framework represents something equally important: normalization through practice. By embedding transit connectivity in a commercial, multimodal, and internationally supervised structure, the TRIPP (Zangazur Corridor) shifts the corridor debate away from existential politics and toward operational reality. Railways, highways, digital systems, and revenue models replace zero-sum rhetoric. This is not yet the corridor itself, but it is a rehearsal for one.

The emphasis on gradualism is deliberate. The framework does not declare the corridor ‘launched’; it presents TRIPP as the next step in its realization. Pilot projects, risk-based inspections, digital documentation, and phased implementation suggest a process intended to advance through accumulation rather than breakthrough. In this sense, the document reads less like a grand geopolitical blueprint and more like the kind of technocratic scaffolding that precedes durable change.

Critics will note the asymmetry built into the structure: a U.S. controlling stake, decades-long operating rights, and significant influence over infrastructure that cuts across Armenian territory. Supporters counter that precisely this external anchoring makes the project viable, insulating it from domestic political swings and regional distrust. Both views are valid, but they miss the larger point. The framework is not attempting to resolve every political contradiction upfront; it is designed to keep the process moving despite them.

The project is poised to have substantial economic and geopolitical implications that extend far beyond Armenia and Azerbaijan.

Economically, the corridor forms a critical segment of the Middle Corridor, the overland trade route connecting East Asia to Europe via the South Caucasus. According to forecasts by the World Bank, annual freight volumes on the Middle Corridor could triple by 2030, reaching around 11 million tonnes, a dramatic increase from current levels. Annual freight capacity for the Zangazur Corridor itself is envisioned at about 15 million tonnes, underscoring its potential as a high-volume transit route.

Beyond freight numbers, the corridor could underpin significant economic gains. One modelling exercise suggests the emerging trade route could unlock as much as $50 billion to $100 billion in annual trade value by 2027, driven by reductions in transit times and logistics costs when compared to traditional routes. For Azerbaijan specifically, these projections include an increase of roughly $700 million in exports annually and potential growth of the non-oil economy by around 2 per cent per year once the route is operational.

Linked infrastructure developments also promise to stimulate regional economies. For Trkiye, transport analysts estimate that the corridor could deliver TL 147.6 billion (around $3.6 billion) over thirty years in economic value, chiefly by enhancing cargo throughput and unlocking growth in its eastern provinces.

From a geopolitical perspective, the corridor’s significance is multi-layered. It strengthens Eurasian connectivity, offering an alternative to the Northern Route through Russia and Belarus and diversifying global supply chains that have been strained by recent conflicts and sanctions regimes. By knitting together Armenia, Azerbaijan, Georgia, and Trkiye, the route creates a continuous land bridge between Asia and Europe that could reduce transit times by more than ten days relative to existing pathways.

The corridor’s strategic appeal also stems from its potential to reshape regional power dynamics. For Ankara, it represents a tangible geoeconomic pivot toward positioning Trkiye as a logistics and energy hub in Eurasia; for Baku, it consolidates a transit role that strengthens ties within the Turkic world and beyond; and for Western capitals it offers a means of integrating the South Caucasus more deeply into Euro-Atlantic and global economic networks.

Moreover, increased connectivity may bolster European energy security, as expanded routes could facilitate greater flows of Caspian gas and other commodities to EU markets seeking alternatives to Russian supplies. Projections by energy analysts suggest that closing Armenia’s connectivity gap would allow Azerbaijan to play a more central role in meeting Europe’s growing demand for diversified energy imports.

Nevertheless, realising this potential depends not only on infrastructure but on political stability and sustained cooperation among regional actors. Skeptics point to the complex sovereignty concerns embedded in passage through Armenia’s Syunik province and the need for robust international guarantees to reassure all parties.

What the TRIPP document ultimately signals is not the sudden arrival of peace or connectivity, but the institutionalization of momentum. It ties the August Washington declaration to a concrete implementation pathway, places the United States visibly on the hook, and reframes regional connectivity as a managed, commercial, and incremental endeavour. Whether the corridor fully materializes will depend on execution, trust, and regional stability. But the logic of the process is now clearer: this is no longer about whether connectivity should happen, but about how it will be made to work.

A new law on freight forwarding has been adopted, Azernews reports.

This is reflected in the Law on Freight Forwarding, approved by President Ilham Aliyev.

This law defines the legal, organizational, and economic foundations of freight forwarding activities in Azerbaijan, regulates the activities of state bodies (institutions), as well as legal entities, branches, and representative offices of foreign legal entities and individual entrepreneurs in this field, and the relationships that arise between them.

The law establishes such basic concepts as carrier, freight forwarder, remuneration paid to the freight forwarder, customer, freight forwarding activities, participants in freight forwarding activities, freight forwarding services, cargo, and cargo and transport document.

The document reflects the legal basis for the implementation of freight forwarding activities, the basic principles of the implementation of freight forwarding activities, and transport and freight forwarding services.

The main objectives and responsibilities of the state in the field of freight forwarding activities, as well as state support for freight forwarding activities, were also defined.

The head of state signed a decree on the application of the relevant law.

On January 15, representatives of Azerbaijan and Armenia jointly reviewed the current state of the Sadarak-Yeraskh railway section, the Cabinet of Ministers announced, as part of cooperation aimed at restoring key transport infrastructure across the South Caucasus, Azernews reports.

Officials said the assessment focused on evaluating the technical suitability of the railway section for the movement of specialized construction equipment in preparation for infrastructure restoration efforts. During the visit, the parties exchanged views on the technical condition of the railway and discussed next steps for rehabilitation and reconstruction.

The Sadarak-Yeraskh section, which lies on the border between Armenia’s Ararat region and the Nakhchivan Autonomous Republic of Azerbaijan, has been non-operational for decades following the 1990s conflicts, with about four kilometres of tracks dismantled. Restoring this segment is widely viewed as a crucial link for reconnecting Armenia physically with Azerbaijan’s Nakhchivan exclave and, ultimately, the wider regional rail network.

Efforts to unblock rail links in the region have gained renewed momentum following the August 8, 2025 peace agreement between Armenia and Azerbaijan and accompanying commitments to reopen transportation corridors. Armenian officials, including Prime Minister Nikol Pashinyan, have urged Russia, which manages Armenia’s railways under a concession, to expedite repairs on sections leading to Akhurik (Trkiye) and Yeraskh (Nakhchivan), saying Armenia may take over restoration work if delays persist.

Regional connectivity initiatives also include the ‘Trump Route for International Peace and Prosperity (TRIPP)’, aimed at linking Azerbaijan’s mainland with Nakhchivan via southern Armenia and integrating with broader transport infrastructure in the South Caucasus.

The joint technical review underscores growing practical cooperation between Baku and Yerevan on infrastructure issues, even as detailed planning, financing and restoration work remain ongoing priorities.

ADY (Azerbaijan Railways), a company within the AZCON Holding group, handled 392 block trains in 2025, Azernews reports, citing the company.

This represents a 37% increase compared to 2024, when ADY received 287 block trains.

In addition, total container transportation reached 135,300 TEU in 2025, marking an increase of nearly 19% compared to 114,000 TEU transported in 2024.

ADY operates as part of AZCON Holding and plays a key role in Azerbaijan’s transport and logistics sector. The company is a major transit operator on the East-West and North-South international transport corridors, connecting Asia and Europe through the South Caucasus.

In recent years, ADY has focused on expanding container transportation, improving rail infrastructure, and enhancing transit capacity to strengthen Azerbaijan’s position as a regional logistics hub.

Growth in block train operations and container volumes reflects rising demand for multimodal freight transport through the country and ongoing investments in rail modernization and digital logistics solutions.

Haluk Bayraktar, Chairman of Piaggio Aerospace and CEO of Baykar, has shared details about the company’s acquisition by Baykar and its strategic plans for the future.

Highlighting Piaggio Aerospace’s 140-year legacy in the Italian aviation industry, Bayraktar noted,

“This is an extremely important heritage for Baykar. Combining our technologies with Piaggio provides a unique advantage and potential by bringing together the strengths of Turkiye and Italy.”

He explained that Piaggio’s operations currently include production of the P180 aircraft as well as engine component manufacturing and maintenance services.

“With all of these capabilities and expertise, you have a truly unique aircraft – the fastest turboprop in the world with an unparalleled design. When Piaggio’s facilities, capabilities, heritage, and brand are combined with Baykar’s UAV innovation, we see a bright future ahead. The P180 is very special. While production capacity has been maintained at low levels for several years, our vision and broader strategy at Baykar is to revitalize these operations and increase production capacity,” he said.

Currently, Baykar produces about 4-5 aircraft per year, but Bayraktar confirmed plans to increase production to 25-30 P180 Avanti aircraft annually next year. He added,

“The existing facilities and supply chain support allow us to reach that capacity. We are committed to new investments, updates, and making the aircraft attractive in the market.”

Bayraktar emphasized the reliability of the P180 fleet, noting that over 250 units have been produced, with 220 still in active service since 1986, collectively logging over 1.1 million flight hours.

Bayraktar stressed the company’s focus on innovation and modernization:

“We are investing heavily in system updates and modernizing avionics. The entire industry is moving to Garmin avionics. We have started work and will upgrade all systems accordingly. Interiors will also be redesigned, modernizing Italian design and aesthetics. New cabin designs will emerge. Our aircraft already have digital pressurization and new environmental control systems, along with new satellite communication technologies. We are also working to extend maintenance intervals and inspection cycles.”

He said these upgrades would culminate in the ‘Avanti Next’ model.

Bayraktar also highlighted Piaggio’s service network and maintenance investments:

“Over 220 aircraft are actively flying worldwide – about 100 in the U.S., 100 in Europe, and the rest across the globe. Maintenance, repair, and overhaul are critical. With the new management at Baykar, we are truly committed to our customers’ needs and expectations. We are making major investments not only in Europe but also in the U.S., which is the largest market. The U.S. civil aviation sector is highly advanced and makes extensive use of these aircraft, so we are investing in our U.S. operations.”

He added that Baykar recently signed an authorized service center agreement with Interjet Continental Aerospace and plans to establish more repair centers and a logistics hub in the U.S. within a year to ensure faster service and greater spare parts availability.

Bayraktar outlined plans to leverage Piaggio’s civil aviation expertise and Baykar’s agile engineering to launch new initiatives, including UAV production at Piaggio facilities. In partnership with Leonardo, Baykar plans to localize UAV manufacturing in Italy to meet European needs.

He also noted intentions to expand engine maintenance capabilities:

“We aim to bring new engine alternatives and expand maintenance and overhaul capabilities. We plan to invest in machinery and equipment this year to increase production and maintenance capacity.”

Concluding, Bayraktar emphasized the company’s commitment to the U.S. market:

“The U.S. is the leading market in civil aviation, and this applies to the P180 as well. Our customers in the U.S. are genuinely impressed with the aircraft’s design, performance, speed, and cabin comfort. Listening to them motivates us to make our U.S. operations far better than they are today.”