Freight flows along the Middle Corridor are surging. Yet rising challenges could limit growth and development potential. IRU shared solutions at this week’s International Forum on Multimodal Transportation in Tashkent, Uzbekistan.
The International Forum on Multimodal Transportation – organised by the Alliance of Logistics Centers and Cargo Carriers of the Organization of Turkic States (OTS), in cooperation with Uzbekistan’s Ministry of Transport – brought together leading transport and logistics companies, business associations, and stakeholders from across the region.
It provided a platform for constructive dialogue, with a particular focus on developing multimodal routes along the Middle Corridor spanning Eurasia from China to Europe via Central Asia, the Caucasus and Türkiye.
IRU Secretary General Umberto de Pretto, who spoke on the first panel, said, “We operate in an environment defined by the ongoing challenges facing global supply chains.
“It is amazing that millennia on, we are again discussing how to revitalise ancient Silk Road trading routes to boost trade and enhance transport connectivity.”
Inspired by the region’s great history and untapped potential, IRU launched the New Eurasian Land Transport Initiative (NELTI) some 25 years ago. It has proven to be visionary.
NELTI tested the feasibility of long-distance trucking across Eurasia, notably connections between China and Europe via northern, southern and central routes. The central transport route is now known as the Middle Corridor.
From 2022, many logistics actors turned to the Middle Corridor as a viable alternative to traditional transit routes. Its freight volume is expected to triple by 2030 compared to 2021.
Trade along the Middle Corridor is also evolving. Once dominated by raw materials such as petroleum and minerals, it is now rapidly shifting to container traffic, which has more than tripled in the past 12 months. Over 60% of container traffic consists of Chinese goods bound for Europe.
The number of trucks with trailers along this route has grown from 3,000-5,000 vehicles in 2015 to over 19,400 vehicles in 2022, with a potential capacity of up to 40,000 vehicles, depending on the availability of RO-PAX ferries.
“This tremendous growth in freight volumes along the Middle Corridor has brought opportunities but also challenges that require coordinated responses,” said Umberto de Pretto.
Solutions to growing pains
Border crossings along the Middle Corridor are under pressure. Congestion and long queues are now the norm.
The time required to cross the corridor can also vary significantly. In some cases, transit is quite rapid, but shippers need predictability and reliability. These challenges stem less from infrastructure shortcomings and more from the improper and unharmonised implementation of existing instruments. With TIR, a truck is inspected only at its origin and final destination.
“We should not see TIR trucks waiting at borders. They must be prioritised,” said Umberto de Pretto. “Existing UN transport conventions, such as TIR and CMR, used by countries along the corridor, provide a reliable legal foundation to facilitate trade and reduce costs.”
The global TIR transit system has been proven to reduce border transit times by up to 92%, lower transport costs by up to 50%, and cut CO₂ emissions in border crossing zones by up to 90%.
Another key problem facing the Middle Corridor is the varying level of digital development along it. Some countries still rely on paper documents, while others have adopted advanced digital platforms.
“Investments in both hard infrastructure and soft procedures, services and tools are needed to keep up with increasing traffic at congested border crossings,” said Umberto de Pretto. “But to maximise the potential of the corridor and build resilience, the strategic focus must shift towards soft trade and transit solutions.”
Building on these steps, the next goal is the widespread implementation of eTIR. Switching to digital technologies and electronic shipping documents could save up to four days at border crossings for international freight.
eTIR will also help extend TIR benefits to intermodal transport, creating new opportunities for the efficient integration of different transport modes.
“Together with OTS, IRU is working to implement eTIR, e-CMR and other initiatives,” said Umberto de Pretto. “Digitalisation doesn’t only facilitate trade; it makes it more secure and transparent.”
Driving intra-regional trade
Finally, beyond serving as an Asia–Europe land bridge, the corridor could become a key driver of intra-regional trade. Unlocking this potential depends on strong collaboration between public and private stakeholders, international financial institutions, and development partners. Without targeted upgrades, transport demand is expected to fall 35% short of projected growth.
“Cross-border transport is a multi-stakeholder ecosystem involving governments, associations, businesses and professionals across many countries,” said Umberto de Pretto.
“By building trusted partnerships, sharing best practices, and coordinating logistics services, we can create a more resilient and competitive corridor,” he added.
Central Asian exports could increase by 18% if vehicle downtime at border crossings is cut in half.
“I invite governments, the private sector and all concerned stakeholders to seize this moment and reimagine regional connectivity as a gateway to more efficient and greener trade,” concluded Umberto de Pretto.