How Can Britain Benefit From the Middle Corridor?
On July 2nd, a roundtable held at the House of Lords, the upper chamber of the British parliament, brought together diplomats, trade envoys, logistics professionals, and academics to promote the Middle Corridor – the overland route connecting China to Europe via Kazakhstan, the Caspian Sea, Azerbaijan, Georgia, and Turkey. The session aimed to highlight the strategic and economic case for British involvement in the corridor. However, in a crowded political landscape, the pitch struggled to gain airtime. On the same day, British economic minister Rachel Reeves shed tears in parliament’s lower chamber, sparking fears of political instability, and, a few miles away, the Wimbledon tennis season had just begun. In short, Westminster and the British media were elsewhere. Nonetheless, speakers made their case for the corridor’s importance to China-Europe freight. The Middle Corridor has gained attention as an alternative to the Northern Corridor – a rail network that runs from China through Kazakhstan, Russia, and Belarus, all members of the Eurasian Economic Union (a shared customs zone). The Northern route could, in theory, deliver goods from China to Europe in as little as ten days. But its viability has been damaged by Russia’s invasion of Ukraine and the sanctions regime that followed. Since then, cargo traffic along the Middle Corridor has surged. “Before the war in Ukraine, 99% of goods travelled along the northern corridor, and just 1% along the Middle Corridor,” said Dr Chris Brooks, Global Director of Risk, Quality and Compliance at Bertling Logistics. “Now it’s about 90% along the Middle Corridor.” In raw numbers, the increase has been stark. Back in 2021, cargo volume transported through the Middle Corridor was around 800,000 tonnes; that stood at 4.5 million tonnes at the end of 2024. “It is never going to be an alternative to the maritime route,” Brooks said, estimating that even with major investment, capacity would top out at around 16,000 tonnes per month, which is dwarfed by maritime trade between China and Europe, which totals around 800,000 tonnes a month. However, he did call the route a “strategic insurance policy,” citing its neutrality, flexibility, and compliance with Western sanctions. For automotive, electric, and fast-moving consumer goods (FMCG) with short shelf lives, the route will prove particularly useful. “Whether you're going through the Red Sea or around the Cape of Good Hope, maritime typically takes anything between 35 and 52 days. The Northern Russian corridor is 10 to 20 days. The Middle Corridor can actually do similar.” But Brooks added that infrastructure and the weather remain limiting factors, meaning that lead times are anything between 14 and 45 days, with some shipments taking up to two months. “We have as many as 400 trucks queuing up… not because of customs – they’re just queuing to get onto the ferry from Baku to Kazakhstan… Drivers are waiting anything from one week to one month,” he said, adding his concerns that the corridor also has limited capacity to move large cargo. [caption id="attachment_33653" align="aligncenter" width="960"] Image: middlecorridor.com[/caption] Many speakers...
