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Data Center Valley

Kazakhstan Sets June 2027 Launch for First Data Center Valley Facility

Kazakhstan expects to launch the first facility at Data Center Valley, a large data center campus in the country’s northeast, in the summer of 2027. The government says the first 50 MW object now under construction is due to enter service in June 2027, while the site is ultimately planned to expand to as much as 1 GW. Earlier plans put the first 125 MW center in the first half of 2027; the latest statement does not explain how the 50 MW object fits into that figure. The project is aimed not only at domestic demand: Kazakhstan wants to attract foreign technology companies and is also exploring the possibility of hosting data belonging to other countries. The first data center is already under construction in the Pavlodar region, one of Kazakhstan’s main energy-producing areas. The main buildings are scheduled to be completed by the end of 2026, with commissioning work to be finished in May and the launch planned for June 2027. A 215 MW substation has been acquired to supply the site with electricity. The choice of region is primarily linked to access to electricity. The Pavlodar region is home to Ekibastuz, one of Kazakhstan’s largest power-generation centers, with a vast coal basin and major power plants. For data centers, particularly GPU clusters used for artificial intelligence, access to large and stable power supplies is critical. The stated 1 GW capacity is a long-term target rather than capacity already under construction. The campus is expected to expand gradually as customers are secured. Plans call for data centers, GPU clusters for AI, and cloud services to be hosted at the site. Among the project’s foreign partners is U.S.-based Firebird AI, which works with NVIDIA technologies. In April 2026, representatives of the two companies held talks in Astana on the development of AI infrastructure, high-performance computing, and data centers. Firebird AI later reached agreements on cooperation within the Data Center Valley project. The Times of Central Asia previously reported on plans to create a large computing facility in Kazakhstan using NVIDIA technologies. Technology companies may not be the only potential clients. The government is also developing the concept of a Data Embassy, which could allow foreign governments to store data in Kazakhstan while retaining legal sovereignty over it. Such a model already exists. Estonia established its data embassy in Luxembourg, where servers remain under Estonian state control and are used to store critical data and help maintain government digital services in the event of cyberattacks or other major crises. The two countries signed an agreement on the data embassy in 2017. Kazakhstan’s Data Embassy concept is still being developed. It is being considered alongside Data Center Valley, but the government has not said that foreign states’ sovereign data would necessarily be stored at the Ekibastuz campus. Data Center Valley itself is intended to host computing capacity and cloud services for international clients. Foreign investor interest in Kazakhstan’s data center market is not limited to this project. Singapore-based GK Hyperscale Ltd plans...

Logistics Infrastructure

Landlocked Kazakhstan Builds a Logistics Network from China to the Black Sea

Although Kazakhstan is landlocked, companies based in the country already hold stakes in logistics terminals at Lianyungang on China’s Yellow Sea coast and in Poti on the Black Sea. Projects farther west are at various stages of development. The strategy allows Kazakhstan-based operators to remain involved as freight travels between Asian ports and European markets, including beyond Kazakhstan’s borders. One of the main facilities is at the Chinese port of Lianyungang. The China-Kazakhstan Logistics Cooperation Base began operating in May 2014. It was jointly developed by Lianyungang Port and Kazakhstan Temir Zholy (KTZ), Kazakhstan’s national railway operator. Cargo arriving by sea can be transferred to rail for shipment through Kazakhstan toward Central Asia and Europe. In a written response to The Times of Central Asia, Kazakhstan’s Ministry of Transport said the Lianyungang terminal handled 2.39 million twenty-foot equivalent units (TEU) from 2015 through 2025. Annual throughput rose from 167,000 TEU in 2015 to 271,700 TEU in 2025. A further 140,100 TEU passed through the terminal during the first half of 2026, down 3.2% year on year. According to Samruk-Kazyna, the network extends inland to a terminal in Xi’an and includes Khorgos Gateway at the Kazakhstan-China border. The fund said a dry port in Chengdu would be added in 2027. At the western end, Kazakhstan-based PTC Holding and Georgian partners developed a multimodal terminal that opened in Poti in June 2025 after investment of more than $30 million. The operator currently lists annual throughput capacity at up to 100,000 TEU. Between the terminals in China and Georgia lies Kazakhstan’s rail network, which carries cargo to the Caspian ports of Aktau and Kuryk. These links form Kazakhstan’s section of the Trans-Caspian International Transport Route, known as the Middle Corridor. The route connects China with Europe across the Caspian Sea and the South Caucasus. Kazakhstan is pursuing further terminal projects along the route. In July 2026, Kazakhstan and Azerbaijan were preparing to begin construction of a joint intermodal terminal at Alat. Work was awaiting completion of the Port of Baku’s updated master plan. In June 2026, Kazakhstan’s government said work would begin on terminals in Budapest and Constanța. Later that month, KTZ Express signed an agreement with Midia Marine Terminal for a joint project at Romania’s Port of Midia. The European projects have yet to reach the operating stage. The value of this terminal network becomes clearer from the way the Middle Corridor operates. Containers must move between rail and ships for the Caspian crossing, so faster transit across Kazakhstan cannot determine the total journey time. The World Bank has identified the Caspian and Black Sea crossings as bottlenecks requiring greater vessel availability and higher port productivity. Transit times vary by destination. Turkish officials reported in August 2025 that a freight train from China had reached Turkey in 15 days, while earlier journeys often took more than 20 days because of customs procedures and weather on the Caspian Sea. A 15-day journey should therefore be treated as a benchmark rather than a guaranteed...

Internet Outages

Telegram Outage Affects Users Across Kazakhstan

Telegram users across Kazakhstan reported widespread disruptions to the messaging service on August 13. Messages were delayed and media files failed to load, while some users were unable to access Telegram on mobile or desktop devices. The outage monitoring service Detector404 recorded a sharp rise in reports from several regions. Kazakhstan’s Ministry of Artificial Intelligence and Digital Development confirmed that it had received complaints and was examining them, although its initial statement did not identify the cause of the disruption. Telegram is widely used in Kazakhstan for personal communication and news, while government agencies and businesses also use the platform. The influence of Telegram channels has led officials to raise concerns about anonymous accounts and disinformation. Kazakhtelecom, the country’s largest telecommunications operator, said its network was operating normally, with no disruptions detected in its infrastructure. However, the company recorded a sharp drop in Telegram traffic at international interconnection points in Frankfurt and Moscow and asked Telegram’s administrative team for an explanation.

Transport Infrastructure

Kazakhstan’s Largest City to Bring Back Trams as Almaty LRT Targets 2027 Launch

Kazakhstan’s largest city plans to bring back tram service more than a decade after it was suspended. Almaty aims to launch the first light rail transit (LRT) line by the end of 2027, dedicating part of one of the city’s busiest transport corridors to the new system. For Almaty, the project is primarily an attempt to cope with growing pressure on its roads. The city had a population of about 2.37 million as of June 1, 2026, while many more people commute daily from the surrounding metropolitan area. Rail-based public transportation is currently limited to a single metro line, whose first section opened in 2011 after more than two decades of construction. The first phase of the LRT will run for 18.3 kilometers. Preparatory work is underway, including the removal of infrastructure from the former tram system and the relocation of utility networks. City authorities have said late 2027 remains the target for launching the line, although the timing could change depending on the manufacture and delivery of the trains. Unlike Astana’s LRT, the Almaty line will run entirely at street level, with no elevated sections planned. Trains will operate on dedicated tracks, including along Bauyrzhan Momyshuly and Tole Bi streets. On these sections, two center lanes will be allocated entirely to the LRT once the line begins operating. Before the main construction work can proceed, 375 sections of utility infrastructure must be relocated, including water, sewer, heating, gas, and electricity networks. This work is already creating additional traffic problems along Tole Bi, one of Almaty’s main thoroughfares. In some places, the roadway has been narrowed and traffic temporarily redirected into opposing lanes. The trains will be capable of speeds of up to 65–70 kilometers per hour, but their average operating speed will be considerably lower, at around 30–35 kilometers per hour. The main reason is that stops will be spaced about 700 meters apart on average. The line’s main advantage is expected to come less from the trains’ speed than from physically separating the LRT from regular road traffic. For Almaty, this marks a return to a familiar form of transportation. Trams first appeared in the city in 1937 and remained part of its transport system for almost eight decades. Service was suspended in 2015 following two serious accidents, and the network was never restored. The idea of replacing the old tram system with a modern LRT has been discussed for years. The project has repeatedly changed and been delayed, with different financing models and routes considered. The current line is part of a broader overhaul of Almaty’s transport system, which also includes expansion of the metro, bus rapid transit (BRT) corridors, and dedicated bus lanes. Under the city’s long-term master plan, the LRT network is expected to reach 76 kilometers by 2040. Kazakhstan has already gained its first experience operating this type of transport in the capital. Astana’s LRT began carrying passengers in 2026 after years of construction and repeated delays. During its first two weeks of full...

Oil and Gas

U.S. Firm to Test Oilfield Water Recycling in Kazakhstan

U.S.-based IBL Elements will test technology in Kazakhstan for treating water produced during oil and gas extraction. The treated water could be reused, while the substances it contains will be studied to determine whether valuable and critical minerals can potentially be recovered. IBL Elements, the National Hydrogeological Service Kazhydrogeology, and oil producer Kazakhoil Aktobe have signed a memorandum of cooperation. The parties are preparing a pilot project to test technologies for treating industrial and produced water at oil and gas facilities. Produced water occurs naturally in underground formations and is brought to the surface along with oil and gas. Once separated from hydrocarbons, it can be treated for reuse or disposal, or reinjected underground. The new project is intended to determine whether some of this water can be returned to industrial use. Specialists will also study its composition and the possibility of recovering minerals. For now, the project is limited to research and testing. No commercial extraction of any elements has been announced. IBL Elements is based in Oklahoma and develops technologies for treating oilfield wastewater and recovering minerals from brines. The company says it is developing iodine extraction technology and also plans to recover lithium and other minerals. If the trials are successful, the technology could also be used at other oil and gas facilities in Kazakhstan, according to Bolat Bekniyaz, chairman of Kazhydrogeology. The project comes as American interest in Kazakhstan’s critical minerals is growing. In June, representatives of more than 20 U.S. companies and government agencies attended the AMM 2026 mining and metallurgy congress in Astana. Washington is looking at projects in Kazakhstan involving not only mining, but also processing and the development of new supply chains. For the IBL Elements project, critical minerals are only one part of the equation. The other is growing pressure on Kazakhstan’s water supplies. The country uses about 25 billion cubic meters of water annually, with industry accounting for roughly a quarter of that amount. Kazakhstan’s new Water Code requires industrial enterprises and heat producers to gradually transition to circulating and reused water supply systems. So far, 168 transition plans have been prepared. The authorities aim to increase the share of reused water in industry from 13% to 28% by 2030. The issue is particularly acute in Kazakhstan’s oil-producing west, where freshwater shortages coincide with large volumes of water brought to the surface during oil production. The outcome of the pilot will therefore depend on two factors: whether this water can be treated for reuse and whether it contains minerals at concentrations high enough to make their recovery economically viable.

Fuel Prices

Turkmenistan Tightens Diesel Limits as Fuel Shortages Persist

Turkmenistan has halved the amount of diesel that vehicles may carry in their tanks when leaving the country, cutting the limit from 300 to 150 liters from August 10. The charge for every liter above the limit has also risen from 20 manat (about $1) to 30 manat (about $1.50). The move is the second tightening of the rules in several months. According to Chronicles of Turkmenistan, President Serdar Berdimuhamedov signed the relevant decree on August 5. At the beginning of April, vehicles leaving Turkmenistan were limited to 300 liters of diesel in their tanks, with a charge of 20 manat, or about $1 at the market exchange rate, for every additional liter. Enforcement was assigned to the border and customs services, as well as the state-owned concern Turkmenneft, The Times of Central Asia reported. The large price difference between Turkmenistan and neighboring markets creates an incentive to take fuel across the border. In April, The Times of Central Asia reported that diesel in Turkmenistan cost around $0.05 per liter, compared with approximately $1 in Uzbekistan, $0.60 in Kazakhstan, and $0.90 in Russia. Low regulated prices extend beyond diesel. In July, petrol in Turkmenistan cost around $0.43 per liter, placing the country among the world's cheapest markets. By comparison, AI-95 petrol cost about $0.68 in Kazakhstan, approximately $1.02 in Kyrgyzstan, and around $1.34 in Uzbekistan, according to Chronicles of Turkmenistan. Independent media have also reported persistent shortages of petrol and diesel inside Turkmenistan, particularly outside Ashgabat. In July, Turkmen.news reported large queues at filling stations and shortages of both petrol and diesel in the regions. The outlet also published documents indicating problems with aviation kerosene supplies at Ashgabat International Airport. One document from June 2024 said the airport had 2,500 tons of kerosene available, enough for only two to three days at prevailing consumption levels. By December 2024, another document showed reserves had fallen to 728 tons, less than one day's supply. Turkmen.news reported that problems with kerosene allocations continued into 2026. The situation is notable because Turkmenistan produces and refines its own oil. The country has two major refining centers, the Turkmenbashi oil refinery complex on the Caspian Sea and the Seydi refinery in the east. Petroleum products are supplied to the domestic market and also exported. Fuel shortages have occurred repeatedly. In 2024, eastern regions of Turkmenistan experienced serious petrol shortages. Drivers in the Lebap and Mary regions waited for hours at filling stations, while some stations imposed purchase limits. The shortage also disrupted public transport and contributed to higher food prices, The Times of Central Asia reported. The latest border restrictions add another element to this picture. Independent outlets have linked the limits to the wide gap between heavily regulated domestic fuel prices and prices abroad, which creates opportunities for cross-border resale. Halving the diesel allowance to 150 liters further restricts the amount that can leave Turkmenistan in vehicle tanks as reports of domestic shortages continue.