Caspian Competition for Chinese Cargo Strengthens the Role of Turkmenistan and Uzbekistan
Economy
Competition for Chinese cargo is intensifying along the Middle Corridor. Kazakhstan, which has long been the main Central Asian route, is facing growing activity from Turkmenistan, while Uzbekistan is becoming an important link in a new multimodal route to Azerbaijan.
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Traditionally, Chinese cargo has moved along the China–Kazakhstan–Caspian Sea–Azerbaijan route. China has now begun testing a southern route through Kyrgyzstan, Uzbekistan and Turkmenistan. During trials, cargo was delivered from Osh railway station to Baku in 11 days.
In 2025, China, Azerbaijan, Turkmenistan, Uzbekistan and Kyrgyzstan agreed to launch a new multimodal route. Cargo from China is transported first to Osh, then through Uzbekistan and Turkmenistan, before crossing the Caspian Sea to Baku.
Against this backdrop, Ashgabat is expanding the capabilities of the Turkmenbashi port and seeking a larger share of Caspian transit. According to figures cited in the source material, cargo transportation between Baku and Turkmenbashi increased by about 35% in the first eight months of 2026, approaching 1.5 million tons.
Digitalization is another factor reshaping the competition. In July, Azerbaijan, Turkmenistan and Uzbekistan carried out the first multimodal operations using the eTIR system. Electronic customs data exchange can reduce paperwork and speed up border procedures.
The competition also has an international dimension. Turkmenistan is promoting expanded cooperation with the United Nations in the transport sector, including a proposal to establish an international logistics and cooperation centre. Regional media have reported that the initiative is supported by several countries.
Kazakhstan, meanwhile, continues to strengthen its own route. At the Central Asia–Republic of Korea summit, President Kassym-Jomart Tokayev proposed linking the TRIPP transport initiative with the Middle Corridor and creating a logistics chain from South Korea through Central Asia to Europe.
“Over the past six years, freight volumes along this corridor have increased fivefold. In the foreseeable future, we intend to increase its capacity to 20 million tons,” Tokayev said.
For Uzbekistan, the expansion of the southern route means higher rail transit volumes and additional revenues. More broadly, competition between routes could encourage lower tariffs and increase the Middle Corridor’s attractiveness to shippers.
In 2025, China, Azerbaijan, Turkmenistan, Uzbekistan and Kyrgyzstan agreed to launch a new multimodal route. Cargo from China is transported first to Osh, then through Uzbekistan and Turkmenistan, before crossing the Caspian Sea to Baku.
Against this backdrop, Ashgabat is expanding the capabilities of the Turkmenbashi port and seeking a larger share of Caspian transit. According to figures cited in the source material, cargo transportation between Baku and Turkmenbashi increased by about 35% in the first eight months of 2026, approaching 1.5 million tons.
Digitalization is another factor reshaping the competition. In July, Azerbaijan, Turkmenistan and Uzbekistan carried out the first multimodal operations using the eTIR system. Electronic customs data exchange can reduce paperwork and speed up border procedures.
The competition also has an international dimension. Turkmenistan is promoting expanded cooperation with the United Nations in the transport sector, including a proposal to establish an international logistics and cooperation centre. Regional media have reported that the initiative is supported by several countries.
Kazakhstan, meanwhile, continues to strengthen its own route. At the Central Asia–Republic of Korea summit, President Kassym-Jomart Tokayev proposed linking the TRIPP transport initiative with the Middle Corridor and creating a logistics chain from South Korea through Central Asia to Europe.
“Over the past six years, freight volumes along this corridor have increased fivefold. In the foreseeable future, we intend to increase its capacity to 20 million tons,” Tokayev said.
For Uzbekistan, the expansion of the southern route means higher rail transit volumes and additional revenues. More broadly, competition between routes could encourage lower tariffs and increase the Middle Corridor’s attractiveness to shippers.
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