TITR - The Times Of Central Asia

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Middle Corridor

Can Caspian Cargo Fleets Meet Middle Corridor Demands?

Construction of infrastructure along the Middle Corridor, also called the Trans-Caspian International Trade Route, to ship goods between China and Europe is progressing at a frantic pace. When Russia launched its full-scale invasion of Ukraine in late February 2022, it inadvertently gave a new impetus to the development of a trade network through Central Asia and the South Caucasus that had been slowly taking shape since the end of the 1990s. One of the most formidable challenges along the Middle Corridor is boosting maritime cargo across the Caspian Sea. Steps are being made, including some significant recent moves, but the capacity of shipping east-to-west over the Caspian Sea faces challenges in meeting the ever-growing demand for commercial vessels. By Leaps and Bounds In 2022, the volume of cargo through the Middle Corridor was some 1.5 million tons, more than twice the amount transported in 2021. In 2023, it topped 2.7 million tons, in 2024 was about 4.5 million tons, and in 2025 was approximately 5.2 million tons. Turkish President Recep Tayyip Erdogan visited Kazakhstan on May 13-14, where his host, President Kassym-Jomart Tokayev, said the figure could reach 10 million tons “in the near future,” and are predictions it could happen as soon as 2027. The roads, railways, and port facilities along the Middle Corridor are expanding rapidly. However, according to a report from Azerbaijan’s Trend news agency in mid-May, the Azerbaijani Caspian Shipping Company (ASCO) says that since 2013, only “a total of 35 new vessels have been commissioned.” The Merchant Fleets of Kazakhstan and Turkmenistan On the eastern side of the Caspian Sea, Kazakhstan and Turkmenistan have been working to increase their maritime shipping. Both countries invested heavily in upgrading their Caspian ports, in Kazakhstan’s case at Aktau and Kuryk, and for Turkmenistan at Turkmenbashi City. Since the end of April, both countries have moved to boost their potential to ship cargo across the Caspian. Kazakhstan’s state railway company, Kazakhstan Temir Zholy (KTZ), announced on April 30 that it would build its own maritime fleet starting with six new vessels, each with a deadweight of up to 9,900 tons and able to carry up to 537 twenty-foot equivalent units (TEU). Once completed, those six cargo ships will join the two dry cargo and three container vessels in the Caspian Sea operated by Kazakhstan’s state maritime shipping company Kazmortransflot. The three container ships – Berkut, Sunkar, and Barys – all started operation in 2019, have a deadweight of 5,200 tons, and can each carry up to 350 TEU. The two dry cargo ships, the Beket Ata and Turkestan, have a deadweight of 5,467 tons and can carry 4,182 tons. On May 12, the dry cargo ship Gadamly arrived at the Baku International Sea Port. The Gadamly is Turkmenistan’s first dry cargo vessel and is able to carry up to 240 TEU. A second cargo vessel, Manzil, should be launched before the end of this year. Arif Aghayev, the deputy chairman of Azerbaijan Railways, said at a ceremony marking the...

TCA Interviews

Interview: Kazakhstan Pushes Middle Corridor as Global Trade Routes Shift

As war, sanctions, and disruption reshape trade between Europe and Asia, Kazakhstan is trying to turn the Middle Corridor from an alternative route into a more predictable logistics system. The route, formally known as the Trans-Caspian International Transport Route, links China and Central Asia with the Caspian Sea, the South Caucasus, Turkey, and Europe, bypassing Russia. For Kazakhstan, the project is both economic and geopolitical. It promises faster access to foreign markets, new transit revenue, and a stronger role for the country as a logistics hub between China and Europe. However, the corridor still faces practical constraints, including port capacity on the Caspian Sea, uneven digital systems, border procedures, tariffs, and coordination between several states and operators. The Times of Central Asia spoke with Alua Korpebayeva, Head of the Project Office for Transport and Logistics under the Presidential Administration of Kazakhstan, about what still needs to change and how Kazakhstan views the corridor’s long-term role. TCA: Why has the Middle Corridor become more urgent for Kazakhstan and Central Asia, and how much have the war in Ukraine and tensions around Iran and the Persian Gulf changed the calculation? Alua Korpebayeva: The government of Kazakhstan has assigned the national railway company, Kazakhstan Temir Zholy, a strategic objective of increasing total transit volumes to 55 million tons by 2026, representing a 65% increase compared to last year. This target reflects the scale of the country’s ongoing transport transformation. Achieving this goal is closely tied to the development of the Middle Corridor. The route is especially important because it is becoming a foundation for stable and predictable supply chains in global trade. The Middle Corridor provides Central Asian countries with an opportunity to strengthen connectivity with both Europe and China while increasing the region’s role as an independent transport and logistics hub. Geopolitical factors have undoubtedly increased business interest in alternative routes. For Kazakhstan, however, development of the Middle Corridor is primarily part of a broader effort to expand transport capacity and improve logistical resilience. That is precisely why deeper regional cooperation is so important. Unlocking the corridor’s full potential requires close coordination among all participants, from infrastructure modernization and tariff harmonization to end-to-end digitalization and simplified customs procedures. The World Bank has noted that a fully functioning Middle Corridor could strengthen supply-chain resilience and, if accompanied by investment and efficiency measures, could triple freight volumes and cut transportation times in half by 2030. TCA: Are Kazakhstan and its partners moving toward unified transit rules and tariffs along the corridor? What has already been agreed, and where do gaps remain? Alua Korpebayeva: Work on creating unified transit rules and coordinated tariff policies is ongoing. The current focus is shifting from fragmented national tariffs toward a unified through-route pricing system across the corridor. Within the framework of the Action Plan for Eliminating Bottlenecks along the Trans-Caspian International Transport Route, signed by the railway administrations of Kazakhstan, Azerbaijan and Georgia, the parties agreed to establish a single long-term tariff for the route. In practical terms,...

State Visit

Erdoğan Visit Highlights Kazakhstan’s Middle Corridor Strategy

Turkish President Recep Tayyip Erdoğan’s visit to Kazakhstan highlighted the growing importance of the Middle Corridor in Ankara-Astana relations, while also showing how Kazakhstan is trying to deepen ties with Turkey without abandoning its multi-vector foreign policy. According to experts, the central issue discussed during negotiations was the development of the Middle Corridor, officially known as the Trans-Caspian International Transport Route (TITR). The importance of the route was underscored directly by Erdoğan during a joint media briefing following the talks. The Turkish president highlighted the strategic significance of the East-West-Mediterranean transit corridor crossing the Caspian Sea, describing it as a “modern version of the Silk Road,” the relevance of which is becoming increasingly apparent. The Kazakh side sought to frame the visit within a broader political and cultural context. The declaration signed by the two presidents, along with other documents exchanged by the official delegations, pointed less to a breakthrough than to the continued expansion of existing political, economic, transport, and cultural cooperation. Kazakhstan and Turkey agreed to deepen cultural, humanitarian, and economic cooperation, while continuing joint investment projects, including the further infrastructure development of Almaty International Airport, which is managed by Turkey’s TAV Holding. Political analyst Daniyar Ashimbayev noted that the tone of the visit was largely shaped by an unusually emotional and ceremonial welcome. “Tokayev called Erdoğan a ‘dear brother’ and described his visit as a ‘historic event.’ Erdoğan, in turn, thanked the Kazakh leader for the invitation to visit the ‘land of ancestors.’ Tokayev twice emphasized that there are ‘no disagreements or contradictions’ between Kazakhstan and Turkey. He described Erdoğan’s policies as ‘balanced and far-sighted,’ while noting Turkey’s steadily growing influence on the global stage,” Ashimbayev wrote. According to Ashimbayev, Tokayev also praised Turkey as a “golden bridge” connecting Europe and Asia, as well as the broader Turkic world. At the same time, the analyst pointed out that Erdoğan, in an article written for the Kazinform agency, also sharply condemned what he described as Israel’s “crimes” against shared human values, despite Kazakhstan maintaining strong and mutually beneficial ties with Israel. “Contrary to some interpretations, Erdoğan’s visit did not resemble an inspection by a ‘senior brother.’ The Turkish leader was welcomed with maximum ceremony and genuine warmth, but the format of cooperation itself clearly points to equal relations in the economic and humanitarian spheres,” Ashimbayev argued. “Kazakhstan has its own clearly defined position on a broad range of international and domestic issues, and those positions are neither subject to outside discussion nor imply following anyone else’s political line,” he added. Alena Dmitriyeva, head of analysis and communications at the Youth Research Center, said the negotiations reflected the emergence of a new architecture of cooperation across Eurasia. “Ankara gains access to Central Asia, while Astana gains access to alternative transport routes,” Dmitriyeva said, pointing to intensified cooperation on the Trans-Caspian corridor, development of the Aktau and Kuryk ports, and increased oil shipments through the Baku-Tbilisi-Ceyhan pipeline. Cooperation with Turkey has already helped reduce cargo transit times along the Middle...

Afghanistan

Opinion: The Southern Dimension of the Middle Corridor – Afghanistan’s Role in Eurasia’s New Logistics Landscape

Afghanistan’s integration into the Trans-Caspian International Transport Route (TITR) is extending beyond local logistics and evolving into one of Eurasia’s key geo-economic projects. Amid the global transformation of supply chains, Central Asia has an opportunity to move beyond its role as a transit periphery and become an active participant in shaping new economic corridors, creating a full-fledged “southern dimension” of Eurasian connectivity. Two Routes: Strategic and Operational Two main directions for Afghanistan’s integration into the Eurasian transport system are currently under discussion, each reflecting a distinct development logic: strategic and pragmatic. The “Eastern Branch” (Termez-Mazar-i-Sharif-Kabul-Peshawar) is traditionally viewed as the primary trans-Afghan route. Its key advantage is direct access to the ports of Karachi and Gwadar, providing the shortest connection between Central Asia and the Indian Ocean. At the same time, geography makes the project highly complex. The route passes through the central and eastern regions of Afghanistan, including the Hindu Kush mountain range, where long tunnels and bridges would be required. This would sharply increase construction and maintenance costs, extend implementation timelines, and heighten security and infrastructure risks. According to available estimates, the project could cost around $5 billion and handle 15-20 million tons of cargo annually. However, the lengthy investment cycle and dependence on political stability mean implementation remains a long-term prospect. The “Western Branch” (Turgundi-Herat-Kandahar-Spin Boldak) represents an alternative logistics corridor based on more favorable geography. Western Afghanistan is characterized by predominantly flat, semi-arid terrain, reducing the need for complex engineering structures and allowing the project to be implemented in phases. This significantly lowers capital costs, shortens construction timelines, and reduces infrastructure risks. The western route’s initial capacity is estimated at 7-10 million tons of cargo annually, making it the more realistic option for medium-term planning. An additional advantage is its geo-economic flexibility. Via Herat, the route could be integrated not only southward through Pakistan, but also westward through Iran, providing access to Persian Gulf ports. This would transform it into a multi-directional corridor capable of serving several logistics flows simultaneously. The Eastern Branch, therefore, remains the strategic option offering the shortest route to the ocean but requiring substantial investment and time. The Western Branch, meanwhile, presents a more pragmatic solution: faster to implement and more flexible from a geo-economic standpoint. The Role of Turkmenistan and Kazakhstan in the “Western Maneuver” The implementation of the western trans-Afghan corridor depends on close coordination between two key regional players, Kazakhstan and Turkmenistan, which form the northern foundation of the future route by providing access to the Caspian Sea and, beyond it, global markets. Astana and Ashgabat are effectively creating a new geo-economic framework that could transform Central Asia from an isolated region into a strategic crossroads linking the Caspian Sea with the Indian Ocean. In 2026, Kazakhstan moved toward deeper institutionalization of the initiative, making the route through Herat and Kandahar a government priority. Astana’s strategy is multifaceted. In addition to establishing a permanent interdepartmental commission, Kazakhstan is actively seeking to attract international operators such as the Emirati AD...

Trans-Caspian Route

Kazakhstan to Develop Maritime Component of Trans-Caspian Transport Route

Kazakhstan’s national railway operator, Kazakhstan Temir Zholy (KTZ), is moving to build its own maritime fleet to expand the Trans-Caspian International Transport Route (TITR). Also known as the Middle Corridor, the TITR is a multimodal transport corridor linking China and Europe through Central Asia and the South Caucasus, offering an alternative to routes that pass through Russia. KTZ Express Shipping, a subsidiary of KTZ, has signed contracts for the construction of six general-purpose dry cargo container ships. Agreements have been concluded with China’s Jiangsu Haizhongzhou Shipping Industry Co., Ltd. for the construction of four vessels and with Azerbaijan’s Baku Shipyard for the construction of two. The vessels will be river-sea ships with a deadweight of up to 9,900 tons and a capacity of up to 537 TEUs, adapted for operations on both the Caspian and Black Sea routes. This is expected to support the integration of the maritime segment into the TITR’s multimodal logistics chain. The ships will be equipped with modern navigation systems in line with international requirements and environmental standards. Their safety, reliability, and environmental performance are expected to enhance their suitability for international routes and increase confidence among global shippers. The project is intended to give Kazakhstan a larger role in the TITR by establishing a sustainable maritime component of the route. Kazakhstan’s maritime transport sector has recorded steady growth in recent years. In 2025, maritime cargo volumes reached 8 million tons, a 7% increase compared to 2024. Container traffic through Kazakh seaports rose by 29% to 90,637 TEUs, while cargo volumes transported along the TITR increased by 36%. Under the country’s comprehensive maritime infrastructure development plan for 2024-2028, Kazakhstan intends to establish a major transport and logistics cluster based on the ports of Aktau and Kuryk. The plan includes expanding container handling capacity, developing cargo terminals and international shipping logistics, and reducing administrative barriers. By 2028, total cargo throughput at the ports is expected to increase by 50%, while container handling volumes are projected to triple. Plans are also in place to increase container traffic along the TITR, including the transit of 600 container trains from China through Kazakhstan this year. As previously reported by The Times of Central Asia, freight volumes transported along the Middle Corridor through Kazakhstan have grown more than five times over the past seven years, increasing from 0.8 million tonnes to 4.5 million tonnes annually.

Middle Corridor

Middle Corridor Countries Approve 2026 Plan, Focus on Digitalization and Container Growth

On April 24, Astana hosted a meeting of the Board and General Assembly of the international association “Trans-Caspian International Transport Route.” The Trans-Caspian International Transport Route (TITR), also known as the Middle Corridor, is a multimodal transport corridor linking China and Europe through Central Asia and the South Caucasus, offering an alternative to routes that pass through Russia. The meetings were attended by representatives of TITR member countries, Kazakhstan, China, Azerbaijan, Georgia, and Turkey, as well as participants from several European countries, including Ukraine, Bulgaria, and Romania, and international partners such as Singapore. The participating countries approved a detailed work plan for 2026, with a key focus on the digitalization of transport processes. Participants agreed to implement electronic document management using digital signatures and to establish direct data exchange between customs authorities and other stakeholders involved in cargo transportation. According to Kazakhstan's national rail company, Kazakhstan Temir Zholy (KTZ), these measures are expected to reduce transit times and improve transparency along the route. The plan also envisages an increase in container traffic, including the transit of 600 container trains from China through Kazakhstan this year. Coordination between ports and terminals on the Caspian Sea will also be strengthened. Overall, the plan is aimed at reinforcing the TITR as a key transit corridor between Asia and Europe. In the first quarter of 2026, Kazakhstan recorded a significant increase in container train traffic along the TITR, underscoring the country’s growing role in Eurasian logistics. A total of 125 container trains transited through Kazakhstan via the corridor, marking a 34.4% increase compared to the same period in 2025. As previously reported by The Times of Central Asia, freight volumes transported along the Middle Corridor through Kazakhstan have grown more than fivefold over the past seven years, increasing from 0.8 million tonnes to 4.5 million tonnes annually.