CPC: Total freight traffic volume along Middle Corridor increased ninefold compared to 2021

The Middle Corridor has demonstrated impressive growth dynamics in recent years, with total cargo volume transported along the route reaching 4.12 million tons by 2025, which is 9 times higher than in 2021, Report informs, citing an article by the Caspian Policy Center (CPC).

The author indicates that nearly all of this cargo flow passed through the Caspian Sea, making developed port infrastructure and adequate maritime capacity defining factors for the route's viability. Delays at border crossing points and Caspian ports effectively caused an 8.4% drop in transport volumes in 2024, vividly demonstrating the acute need for infrastructure modernization.

Although proper port administration and streamlined customs procedures can enhance cargo transport efficiency, limited ferry capacity creates a physical barrier to the Middle Corridor's further progress. Consequently, Azerbaijan, Kazakhstan, and Turkmenistan have directed major investments toward procuring new vessels and constructing shipbuilding yards, striving to transform the Caspian Sea from a problematic bottleneck into a pillar of the transport system, the publication notes.

Regarding Azerbaijan, the author emphasizes that despite being a relatively young participant in the shipbuilding industry, the country has already built a reputation as a key player in the Caspian. The Baku Shipyard began operations in 2013 and possesses the most advanced technical equipment among all Caspian littoral states.

The enterprise is designed for an annual production of up to four tankers with a deadweight of 15,000 tons or two tankers with a deadweight of 60,000–70,000 tons. During its operation, 14 vessels have been built at the shipyard, 11 more are under construction, and six are in the design phase. While the majority of current orders come from domestic clients, 4 vessels are intended for foreign states.

The UAE has placed an order for two vessels, one of which is already under construction, while Kazakhstan ordered two more. Both Kazakh vessels will belong to the river-sea class, enabling them to navigate between the Caspian and Black Seas via the Volga-Don Canal. Russia has also expressed interest in ordering five oil tankers; however, Baku Shipyard currently lacks vacant production capacity to undertake additional projects, the author highlights.

Beyond serving foreign clients, the shipyard has evolved into a diplomatic tool for Azerbaijan. The author recalls that in June 2026, President of Azerbaijan Ilham Aliyev presented the oil tanker Dostlug (meaning Friendship in both languages) as a gift to President of Turkmenistan Serdar Berdimuhamedov. The vessel was built at the Baku Shipyard, and this gesture clearly demonstrated both Azerbaijan's shipbuilding achievements and its commitment to strengthening regional ties in the Caspian.

In turn, Kazakhstan is bolstering its position in civil shipbuilding alongside its developed naval sector. Construction of a new shipyard worth 135 billion tenge ($292 million) is underway at the port of Kuryk, which will be capable of producing two commercial and five auxiliary vessels annually. An agreement worth 100 million euros has also been signed with the Dutch company Damen to build a second shipbuilding enterprise in the Mangystau region.

Turkmenistan, for its part, is utilizing the capacity of the Balkan Shipyard in Turkmenbashi, where the first vessel-a dry cargo ship - was commissioned in May. The plant's order book includes orders for two more dry cargo ships, a dredging vessel, and two Ro-Ro ships designed to improve port cargo handling.

Simultaneously, Russia and Iran are developing their own shipbuilding capabilities to service the International North-South Transport Corridor (INSTC). Russian shipyards in the Astrakhan region are executing production programs for container ships and dry cargo vessels taking into account the dimensional constraints of the Volga-Don Canal, while Iran is expanding its Caspian fleet through domestic manufacturing capacity and deliveries via Russian waterways, despite logistical and seasonal difficulties.

Caspian littoral states are investing substantial resources in expanding commercial fleets and shipbuilding capacity. Azerbaijan, Kazakhstan, and Turkmenistan are focused on boosting the efficiency of the Middle Corridor as a bridge between Europe and Asia, while Russia and Iran focus on promoting their own interests within the INSTC. Although falling water levels represent a constant threat, temporary solutions such as dredging operations allow trade turnover to be maintained. The efforts undertaken by each country along its coastline to advance maritime trade indicate that the Caspian Sea will remain a strategic crossroads as long as its waters endure, the author concludes.