Is the Middle Corridor viable, or is it not? It is an often-discussed question, and skepticism about the route appears to be the dominant viewpoint. Yet, the logic of global logistics is changing and Asia-Europe is no exception.
‘Common wisdom’ among many European companies will tell you that the Middle Corridor is too complex and costly to be a competitive option for Asia-Europe transportation. Despite that, there is growing international interest in the corridor and associated projects, says Kazakhstan’s Vice Minister of Trade and Integration, Asset Nussupov, in an interview with RailFreight.com.
“We are already observing growing international interest in the Middle Corridor for its strategic role as the land bridge between Asia and Europe and interest goes beyond on the infrastructure”, explains Nussupov. That includes policy coordination and trade facilitation, and yes, not just with China.
“So, from our side, trade reforms, infrastructure upgrades and digital innovation will help to attract more European and Chinese stakeholders that will hopefully position our country as the central player in future Eurasian trade”, adds Nussupov.
International interest creates Kazakh wins
Players from both east and west are taking an interest in the Central Asian country. The Chinese, for example, are involved in developing the Khorgos Eastern Gate port logistic terminal on the Kazakhstan-China border, a key node on Asia-Europe transport routes.
The Europeans help Kazakhstan and other Central Asian countries simplify trade documentation, harmonise customs procedures, and train officials and SMEs in a digital trade environment through the EU-funded Ready4Trade programme.
Those efforts, as well as hard infrastructure investments, not only contribute to streamlining logistics along the China-Europe route, but have another impact as well. “Better infrastructure along the Middle Corridor is creating new business opportunities for Kazakhstan’s companies and investors abroad, so we are becoming not just a transit country but also a growing trade partner and production hub.
Geoeconomic transformation
In that way, the investments in infrastructure pursue a “strategic geoeconomic transformation of trade flows and supply chain connectivity”, in the words of Nussupov, who identifies three key ‘wins’ for Kazakhstan: lower logistics costs and faster capital turnover can boost agricultural exports, enhance transit and stimulate domestic growth.
“These new developments enable Kazakh producers to access European and Chinese markets more easily”, says Nussupov. To illustrate, the investments help facilitate imports of high-tech and industrial equipment from Europe to support Kazakh domestic production and strengthen the country’s supply chains. In other words, the corridor is becoming a two-way channel for trade and investment, rather than just a transit route.
As for agricultural exports, Kazakhstan sees many European officials visiting the country to talk business, especially regarding the alignment of regulations. After all, when it comes to Europe, “we have to be at very high standards”, explains Nussupov.
Lastly, the investments, which also include upgrades at the Caspian Sea ports of Kuryk and Aktau, key railways like Dostyk-Moyynty and border crossings, boost the performance of rail transit.
Good old transit
That brings the discussion back to what the Middle Corridor is known for: transit on the China-Europe route. Regardless of the skepticism of Europeans, Kazakhstan sees a positive trend and expects even more in the future.
Previously, shipping freight along this route took 38 to 53 days, depending on border delays and congestion. As of October 2025, that time has been slashed to just 19 to 33 days, with plans to further reduce it to 14 to 18 days. In one notable instance, says Vice Minister Nussupov citing the World Bank, a shipment even completed the journey in just 13 days. The Kazakh segment of the route, from the border crossing at Dostyk to the Aktau port, now takes only five days.
Trade volumes are also on the rise. In 2020, the corridor handled around 1 million tonnes of freight. For 2025, the target is 5 million tonnes, with expectations to reach 11 million tonnes annually by 2030.
More money in exchange for certainty
This perhaps unlikely success comes amid a changing global logistics landscape. Nussupov points to a paradigm shift that began after the covid pandemic. “The first significant event was the Suez canal blockage which showed how easily global trade can be disrupted and how important it is to have alternative and reliable routes.”
“I remember the Baltic Dry Index rising up to the 5,000s. Reliability has now become the new currency of logistics.” The consequence is that companies now prefer to pay a bit more for a guarantee that goods will arrive on time, without unexpected delays or political risks along the route.
Many companies prefer to pay a bit more for the guarantee that their goods will arrive on time, without unexpected delays or political risks along the route. In this environment, the Middle Corridor is not just an alternative, but a strategic route that combines speed, safety, and sustainability. So I think that in this environment the Middle Corridor is not just an alternative, but a strategic route that combines speed, safety and sustainability.”