Middle Corridor - The Times Of Central Asia

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TRIPP Route

TRIPP Is a Logical Extension of the Middle Corridor

Kazakhstan views the Trump Route for International Peace and Prosperity, or TRIPP, as a natural extension of the Middle Corridor that could shorten transport routes to European markets by around 1,000 kilometers, a senior representative of President Kassym-Jomart Tokayev said in New York. Erzhan Kazykhan, Representative of the President of Kazakhstan for Negotiations with the United States, made the remarks at the 7th Caspian Business Forum, organized by the Caspian Policy Center in New York on September 22. “For Kazakhstan, it’s not simply a transport route. It’s a strategic investment into our future,” Kazykhan said of the Middle Corridor. “It is a platform for connectivity with the South Caucasus, Türkiye, and Europe.” “Kazakhstan sees TRIPP as a logical extension of the Middle Corridor,” he said, explaining that the route would shorten Kazakhstan’s access to European markets by hundreds of kilometers. TRIPP was announced at the White House summit between Armenia and Azerbaijan on August 8, 2025. The planned multimodal route would cross Armenian territory under Armenian sovereignty and jurisdiction, connecting mainland Azerbaijan with its Nakhchivan exclave and adding another link to the Trans-Caspian trade network. Kazakhstan Examines Role in TRIPP Kazykhan said Kazakhstan has sent a technical assessment team to examine what role the country could play and is considering participation in construction connected with TRIPP. He placed that interest alongside Kazakhstan’s own investment in transport. Over the past 15 years, he said, the country has invested about $35 billion in the sector and built more than 2,500 kilometers of new mainline railway. The government plans another 5,000 kilometers over the next four years. Kazykhan said the next challenge is making the infrastructure work as a single route, including smoother border crossings and enough long-term financing. Kyrgyzstan’s Minister of Economy and Commerce, Bakyt Sydykov, also argued against treating new routes as competing national projects. He said TRIPP, the Trans-Caspian route, the China-Kyrgyzstan-Uzbekistan Railway and other corridors should operate as parts of the same regional logistics system. “The Middle Corridor must become an economic corridor, not only a transit corridor,” Sydykov said. He argued that countries such as Kyrgyzstan should capture more value from the trade moving through the region, pointing to logistics centers, warehouses, processing facilities, digital customs systems and industrial development around the routes. Financing remains another issue. Sydykov said governments could not fund all of the required infrastructure themselves. Mark Cameron, U.S. Deputy Assistant Secretary of State for South and Central Asian Affairs, said the newly operational Trans-Caspian Enterprise Fund is designed to use U.S. government grant resources to establish the commercial viability of projects and help attract additional private investment. Connecting the Routes Türkiye’s Deputy Foreign Minister Berris Ekinci described TRIPP as complementary to the Middle Corridor rather than a rival route. “TRIPP shouldn’t be viewed as a separate or competing corridor,” she said. Ekinci said its importance would depend on how it connects with existing railway, road and port infrastructure. She described the Middle Corridor as the main east-west backbone, with TRIPP potentially filling a longstanding...

Middle Corridor

Middle Corridor Debate Shifts From Geopolitics to Commercial Viability

For several years, interest in the Middle Corridor has risen sharply amid the war in Ukraine, tensions around Iran, sanctions, instability on maritime routes, and governments’ efforts to diversify supply chains. The route runs through Central Asia, the Caspian Sea, and the South Caucasus. The way the issue is framed is now changing. The debate over whether this route is needed is moving into the background. A more important question is whether the Middle Corridor can develop from a politically attractive alternative into a sustainable transport and economic system that businesses will use not because of geopolitical circumstances, but because it is competitive. In this context, the 7th Caspian Business Forum, held in New York on September 22 and organized by the Caspian Policy Center (CPC), provided a useful snapshot of this shift. Representatives of the United States, Kazakhstan, Kyrgyzstan, Azerbaijan, Georgia, Turkey, and major businesses took part. The discussions focused on the Middle Corridor, the Trump Route for International Peace and Prosperity (TRIPP), energy, critical minerals, and attracting private capital. Freight volumes on the Trans-Caspian International Transport Route rose from 0.8 million tons to 4.5 million tons in the seven years to 2025, according to Kazakhstan’s Ministry of Transport. The route carried about 77,000 twenty-foot equivalent units of containerized cargo in 2025, and Kazakhstan aims to raise that total to 300,000 by 2029. These volumes are substantial, but they show the limits of the Middle Corridor’s current capacity. It has not yet become a replacement for all traditional overland routes between China and Europe. The World Bank has noted that the Middle Corridor is more than a transit bridge between China and the European Union (EU). Growth in trade among the countries along the route, as well as their trade with Europe, could be equally important. With the necessary investment and organizational reforms, it estimates, trade flows could triple and transport times could roughly halve by 2030. The route passes through several countries, crosses the Caspian Sea, requires transfers between different modes of transport, and depends on coordination among railway operators, ports, customs services, and tariff policies. A study of transport connectivity between Europe and Central Asia by the European Bank for Reconstruction and Development, at the request of the European Commission, identified 33 priority investment needs in physical infrastructure and seven soft-connectivity measures, ranging from the digitalization of transport documents to the harmonization of tariffs, customs, and border procedures. The CPC forum addressed these issues as well. CPC President Efgan Nifti put it this way: “For the Corridor to reach its full potential, it must increasingly function as one integrated system – with harmonized border procedures, coordinated ports and railways, and digitalized documentation.” Kazakhstan’s position reflects this approach. The country’s presidential representative for negotiations with the United States, Erzhan Kazykhan, called the Middle Corridor a “strategic investment in the future” connecting Kazakhstan with the South Caucasus, Turkey, and Europe. He said Astana views TRIPP as a logical extension of the system that could shorten the route to European markets...

Intra-regional trade

Central Asia Trade Rises 25% as Kazakhstan and Uzbekistan Dominate

Central Asian countries are trading more actively with one another, although the regional market continues to be dominated by its two largest economies, Kazakhstan and Uzbekistan. In January-July 2026, the five countries exported $8.1 billion worth of goods to their neighbors, up 25.4% from a year earlier. Kazakhstan and Uzbekistan accounted for more than 80% of those shipments. Smaller bilateral routes have expanded as well. Uzbekistan’s trade with Kyrgyzstan increased by more than half, while trade with Tajikistan rose by 45%. Trade between Kyrgyzstan and Tajikistan rose by a factor of 3.3 after several years of border closure and sharply reduced economic ties. In absolute terms, trade between Kazakhstan and Uzbekistan remains the region’s largest bilateral flow. The figures were published by Uzbekistan’s Center for Economic Research and Reforms (CERR). Kazakhstan remains the region’s largest exporter. Over the seven-month period, it shipped $4.5 billion worth of goods to its neighbors, accounting for 55.9% of total intra-regional exports. Uzbekistan exported $2 billion, representing another 24.7%. Kazakhstan’s Central Asian neighbors still account for a relatively small share of the country’s overall foreign trade. In January-July, its total foreign trade turnover amounted to $87.75 billion. Central Asia accounted for around 6.7% of Kazakhstan’s total trade and 8.9% of its exports. By contrast, Kyrgyzstan’s trade volumes are much smaller, but neighboring markets are considerably more important to the country’s exporters, absorbing almost one-third of its exports. During the same period, Kyrgyzstan exported $523 million worth of goods to its neighbors and imported nearly $1.5 billion. Tajikistan buys considerably more from its neighbors than it sells to them. Its imports from Central Asia increased by 35% to $1.2 billion, while exports rose 6.2% to $209 million. Kazakhstan and Uzbekistan account for around 94% of Tajikistan’s trade with the region. Figures reported by Turkmenistan’s trading partners show that the country exported $844 million worth of goods to neighboring countries. Uzbekistan and Kazakhstan remain its main regional markets. The Eurasian Development Bank estimated that trade among Central Asian countries reached $12.3 billion in 2025, nearly double the 2020 level. Kazakhstan accounted for 54% of regional exports, as The Times of Central Asia previously reported. New transport and energy links are developing alongside intra-regional trade. In February, the World Bank approved an $846 million guarantee to mobilize $1.41 billion in commercial financing for a railway project in Kazakhstan. The project includes construction of the 201-mile Mointy-Kyzylzhar railway line on Kazakhstan’s section of the Trans-Caspian International Transport Route, or Middle Corridor. The new line is expected to shorten the route by 149 kilometers and relieve congestion on heavily used sections of the corridor. Central Asian countries are seeking closer integration of their power systems. In January, the World Bank approved the 10-year Regional Electricity Market Interconnectivity and Trade Program, with indicative financing of more than $1 billion, to establish Central Asia’s first regional electricity market. Cross-border electricity trade currently amounts to only around 3% of the region’s total electricity demand. In an earlier CERR analysis, researcher Ruslan Abaturov argued...

Oil logistics

Kazakhstan’s Oil Logistics Trap: Higher Prices, Limited Gains

Escalation in the Middle East has pushed oil back above $100 a barrel. For Kazakhstan, whose budget remains heavily dependent on commodity exports, that should have been good news. But a high price matters only if the oil can reach buyers. For the world’s largest landlocked country, that is where the problem begins. European refiners are looking for alternatives to disrupted Saudi supplies, while problems along established routes through the Strait of Hormuz and the Red Sea are increasing demand for crude from other regions. More than 80% of Kazakhstan’s oil exports, however, move through the Caspian Pipeline Consortium system across Russian territory to a terminal near Novorossiysk. The Middle East crisis is pushing prices and global freight costs higher, while attacks around Russian infrastructure are increasing the risks to Kazakhstan’s main export route. Over the past decade, Kazakhstan has significantly increased its oil exports. According to the Bureau of National Statistics, volumes rose from 63.6 million metric tons in 2015 to a record 76.3 million tons in 2025, an increase of about 20%. Exports grew from 65.2 million tons in 2022 to 71 million in 2024 and 76.3 million tons in 2025. Expansion at the Tengiz field contributed to that growth. Kazakhstan’s oil and gas condensate production reached 99.6 million tons in 2025. The government had planned for about 98 million tons in 2026, but export disruptions have already forced temporary output cuts. Revenue has not risen as steadily as volumes. “In monetary terms, growth over the past decade was considerably stronger, although the trend, as noted above, was also much more volatile. The value of exports increased from $26.8 billion in 2015 to $40 billion in 2025, or by 49.3%. The highest figure during this period was recorded in 2022, at $46.9 billion,” Ranking.kz said in its analysis. Physical volumes and export revenue have often moved in different directions. “This was particularly evident in 2025: Kazakhstan exported 7.4% more oil than a year earlier, but its value fell by 6.8%. The average estimated value of one exported metric ton declined from $604 in 2024 to $524 in 2025,” the analysts calculated. In the first half of 2026, Kazakhstan exported $40.3 billion worth of goods. Crude oil and petroleum products accounted for 46.5% of the total. Export statistics and transportation data measure different things. The Bureau of National Statistics records goods cleared for export, while the Energy Ministry and pipeline companies report volumes pumped, transshipped, and transported. The same cargo can pass through several sections of the system, so those figures cannot simply be added together. In March, Talgat Makuov, acting director of the Energy Ministry’s oil refining and transportation department, said 64.8 million tons of Kazakh oil had moved through CPC in 2025. Another 9.2 million tons went through the Atyrau-Samara pipeline, while 1.1 million tons were shipped through the Atasu-Alashankou pipeline toward China. Against those volumes, the Trans-Caspian route remains small. In 2025, 1.26 million tons were shipped across the Caspian toward the Baku-Tbilisi-Ceyhan pipeline. The plan...

Central Asia-South Korea summit 2026

From Critical Minerals to Connectivity: South Korea’s Stakes in Central Asia

On September 16, Seoul hosted the first Korea–Central Asia Summit, bringing President Lee Jae Myung together with the heads of all five Central Asian states. The meeting elevated a dialogue that has run at a ministerial level since 2007 to the level of heads of state. The leaders adopted a Seoul Declaration setting the terms for future engagement and agreed to hold summits every two years. On September 14, trade and industry ministers from South Korea and the five Central Asian states met in Seoul for the first C5+Korea Industry Ministers’ Meeting. They signed a joint statement launching a standing platform for industrial cooperation. Uzbekistan’s Ministry of Investment, Industry and Trade used the occasion to push for a shift away from raw-material trade toward joint production and localization. Behind the diplomatic choreography sits a practical problem: the minerals both sides keep discussing cannot move without a route to carry them. A Minerals Agenda with Separate Tracks South Korea relies heavily on imported minerals for its manufacturing industries. Seoul has been developing separate plans with each country. With Tajikistan, discussions have focused on gold and silver, alongside antimony. With Kyrgyzstan, Seoul has been discussing antimony and tungsten. Cooperation with Uzbekistan covers minerals and digital manufacturing. With Kazakhstan, a central issue is moving beyond raw exports toward processing inside the country, as The Times of Central Asia reported ahead of the summit. South Korean firms are pursuing supply diversification independently. POSCO International and LX International have been expanding overseas mineral investments, including graphite and nickel projects, amid Chinese export restrictions. The Transport Connection Consider the Bolashak chrome mine in Kazakhstan, which Eurasian Resources Group launched in late 2024. The company plans to ramp it up to a design capacity of 7.5 million metric tons of chrome ore a year. Production on that scale makes reliable transport an essential part of the commercial equation. An Atlantic Council analysis identifies limited processing capacity and underdeveloped westward routes as obstacles to U.S. mineral partnerships with Central Asia. It presents the Trans-Caspian Middle Corridor as a route to Western markets that avoids Russian and Iranian territory. That argument needs a distinction when applied to Korea. The corridor runs westward toward Europe; it is not a prerequisite for minerals to reach South Korea. Its relevance is the wider choice of buyers it could offer Central Asian producers, including potential Korean-backed processing ventures serving those markets. That corridor is being built out. The Aktau container hub has a planned capacity of 240,000 twenty-foot equivalent units. The World Bank-backed Mointy–Kyzylzhar railway is meant to remove a 149-kilometer detour and accommodate 30 train pairs a day, against roughly ten on the existing constrained route. Traffic is already rising: 125 container trains crossed Kazakhstan on the Trans-Caspian route in the first quarter of 2026, up 34.4% year-on-year. Japan has also become involved, pledging in August 2025 to help modernize customs operations at the port of Aktau. The Seoul Declaration also backs Korean participation in transport infrastructure, including modernization and digitalization. In...

Middle Corridor

Middle Corridor Freight Grows, but Eastbound Cargo Lags

Container traffic is growing along the Middle Corridor from China and Central Asia toward Europe, but the route is far less busy in the opposite direction. In the first eight months of 2026, about 80% of container traffic moved westward and only 20% eastward. Operators are now looking for goods in Europe and Türkiye that can be shipped back across the Caspian Sea and Kazakhstan toward Central Asia and China. Container traffic totaled 53,574 TEU along the Trans-Caspian International Transport Route, also known as the Middle Corridor, in January–August. One TEU is equivalent to a standard 20-foot container. During the same period last year, the figure was 48,326 TEU, meaning traffic increased by 11%. But the flows were highly uneven. According to ADY Express, 42,642 TEU moved from east to west, compared with just 10,932 TEU in the opposite direction – a ratio of almost four to one. Interest in the route increased sharply after 2022, when companies began looking for additional ways to move goods between China and Europe without transiting Russia. Over the past several years, participants in the Middle Corridor have focused on increasing shipments from China. New train services have been introduced, while countries along the route have invested in railways, terminals, and Caspian ports. Chinese freight has grown, but there is still not enough cargo for the return journey. For transport operators, the issue comes down to finances. Once containers reach Europe, they need to be used again or repositioned. If there is cargo for the return journey, the equipment generates revenue in both directions. Without it, operators can face the cost of moving empty equipment. The 80%-to-20% split, however, does not establish how many containers actually make the return journey without cargo. Railway companies themselves are now acknowledging the shortage of eastbound cargo. “For this, backhaul freight is necessary,” Emil Mammadov, Adviser to the Chairman of Azerbaijan Railways, said at the Black Sea and Caspian Freight Forum 2026 in Baku. According to Mammadov, attracting cargo from Europe would help increase freight volumes, optimize transportation costs, and allow at least some containers to be returned to their countries of origin. Until now, the route has been promoted more actively in China, Kazakhstan, Azerbaijan, Georgia, and Türkiye. European companies have received less attention. Railway operators are now looking for customers at the western end of the corridor as well. A shipment from Türkiye showed what such a return journey could look like. In May, KTZ Express and Pasifik Eurasia dispatched a train from Izmir to China carrying household refrigerators. Fifty 40-foot containers crossed the Caspian Sea, traveled through Kazakhstan, and continued into China via the Altynkol border station. For now, such shipments remain limited. The Chinese side continues to push for more westbound traffic. On September 9, Azerbaijan Railways held talks with Shanghai International Port Group and Lianyungang Port on expanding shipments of Chinese goods through Kazakhstan, across the Caspian, and through Azerbaijan toward Europe. ADY Express also reported that 265 container block trains operated along...