SIMIC

"We believe that middle corridor has long-term potential, both as an Asia-Europe connection, as well as important connection to central Asian countries," said Maersk intercontinental rail chief Maia Parlagashvili.

Demand on the China-Europe rail network rose more than 30 per cent in 2021 to 1.46 million TEU as shippers were forced out of heavily congested ocean shipping and severely constrained air cargo.

That air and ocean dynamic has not changed, and with most western companies exiting the northern route via Russia and Belarus after Moscow's invasion of Ukraine, the middle corridor is now the main rail link between China and Europe.

About 150,000 TEU were carried through the middle corridor last year. It is estimated the volume this year could increase by about one-third, but congestion is being reported enroute.

Ms Parlagashvili said the strong demand for rail services from China to Europe will remain, helping to drive the urgently required investment in rail, port, and barge infrastructure in Central Asia and Eastern Europe, and thus keeping the middle corridor a viable option for shippers.

DP World has already broken ground on a multimodal terminal in central Romania linked to its ocean terminal in the Black Sea port of Constanta that is one of the key European entry points on the China-Europe rail corridor.

Maersk's APM Terminals facility at the Georgian port of Poti is another link in the middle corridor logistics chain that is in the middle of a US$250 million expansion, while European and Central Asian rail freight operators such as Metrans and Rail Freight Group are also expanding rail and sea services connecting Central Asia with North Europe and the Mediterranean.