Georgia’s long-delayed deep-sea port at Anaklia has a new plan. In July the government announced a state-led “landlord” model: the state builds the core maritime infrastructure and the road and rail links, while private operators finance the terminal superstructure and run it under long-term leases or concessions. It replaces the 2023 public-private partnership, which was criticised after a Chinese consortium was selected in 2024.
The numbers
First-stage capital needs are about $1.1 billion, of which roughly $700 million would come from the state and $400 million from private investors. That is about half of the $2.5 billion mega-port envisaged a decade ago. The initial phase includes up to 700 metres of deepwater container berths and up to 600 metres of jetty-type berths for dry and bulk cargo, with a target depth of about 17.5 metres. Dredging and breakwater works are now running in parallel, and the target for the first vessel is 2029.
Who might operate it
AD Ports and DP World of the UAE, MSC’s Terminal Investment Ltd. and CMA CGM have been named as possible operators. APM Terminals (Maersk) is reported not to be interested in Anaklia and is focusing on Poti, which handled 404,760 TEU in January–July, up 7%, and about 80% of Georgia’s container traffic. The government has also announced talks with the World Bank and the Asian Development Bank.
Why it matters for leaders
Disruption on Red Sea and Hormuz routes is already sending more cargo along the Middle Corridor through Georgia. A working deep-sea port would change the economics of logistics, warehousing and manufacturing on the Black Sea coast. The open questions are financing, operator appetite and the state’s ability to deliver a project of this size on time.
Sources
Photo: Timelab / Unsplash