Life & Culture - The Times Of Central Asia

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Silk Roads

The Northern Silk Road and the Middle Corridor

The recent hostilities in the Persian Gulf and the ensuing naval blockades of Iran have brought into sharp relief the growing importance of the Middle Corridor – or Trans-Caspian International Transport Route (TITR) – the rapidly expanding trade link between Western China and Europe. This vast network of road, rail and maritime transport links had already increased in importance as a result of Russia’s invasion of Ukraine and the ensuing sanctions, which have crippled large parts of Russia’s economy. With hundreds of container ships and oil tankers bottled up in the Gulf and the prospect of serious economic consequences, particularly in the developing world and for China and India, the idea of an overland – mostly – trade route to Europe is increasingly seen as a solution that provides a viable alternative in uncertain times. And not for the first time, as we shall discover. The TITR is around 3,000 km shorter than the so-called Northern Corridor through the Russian Federation, and transit times from China to Europe now average 10-15 days, compared to double that time for the Northern Corridor and anything up to 60 days for sea transport. According to World Bank estimates, the Middle Corridor could soon account for 20% of overland trade between China and the EU, with a tripling of current traffic levels by 2030, mainly due to economic growth in the Greater Caspian region. When planning began on the Middle Corridor almost 15 years ago, few people appreciated how rapidly it would develop. But as uncertainties over trade policies have increased, a route that avoids both the Russian Federation and the increasingly dispute-prone waterways in the Gulf and the Red Sea makes sense. Goods produced in Chinese factories in Chongqing, Xi’an and Urumqi can now be transported westward across Kazakhstan by rail to its Caspian Sea ports at Aktau and Kuryk. There are now major rail termini at the Kazakhstan-China border and more than 4,250 kms of rail lines in the network, together with 500 kms of sea transport. In Aktau on the Caspian, containers are loaded onto ships bound for Baku in Azerbaijan, where they are transferred onto the rolling stock of the Baku-Tbilisi-Kars (BTK) Railway for shipment into Turkey. The original plan was designed to handle 6.5 million tons of freight annually, but this figure is expected to top 17 million tons by 2034. New port facilities to handle the increasing number of containers arriving at Aktau and Kuryk have been financed by Kazakhstan’s Nurly Zhol Programme. Aktau, for example, is being dredged to enhance maritime safety and expand capacity. Its port currently handles up to 15 million tons of cargo a year. According to the TITR itself, around 57,000 containers travelled along the route in 2024, up from 20,500 in 2023. The route has continued to gather momentum in 2026: from January to March, 125 container trains were dispatched from China via the corridor, a 34.4% increase over the same period last year. Rail traffic volume increased by 5.7% in Azerbaijan...

Inclusivity

Kazakhstan Expands Accessible Transportation for People with Disabilities

Kazakhstan is expanding efforts to improve accessible transportation for people with disabilities. At a government meeting on April 21, Transport Minister Nurlan Sauranbaev reported on progress in implementing an inclusive policy in the transport sector. He said that, as part of the Inclusive Policy Concept for 2025-2030, Kazakhstan is taking measures to ensure accessibility across three key areas: infrastructure, transport, and services. In the rail sector, approximately 90% of trains have been equipped with lifts and compartments adapted for passengers with disabilities. By 2030, every train is expected to include at least one specialized carriage. Railway stations are being modernized to include essential accessibility features such as ramps and lifting devices. Ticket offices and restrooms are also being upgraded. Passengers with disabilities receive a 50% discount on train tickets, and online booking for specialized compartments is available. In 2025, around 580,000 passengers with disabilities traveled by rail in Kazakhstan. In aviation, accessibility is also improving. Ten airports, including those in Astana and Almaty, now operate 13 lifts for passengers with disabilities. A further five airports are expected to be equipped by the end of the year. In 2025, more than 9,000 passengers with disabilities traveled by air. In the road transport sector, 80% of bus stations and 79% of city buses now meet accessibility requirements. Kazakhstan is also continuing to develop the Invataxi project, which provides specially adapted minivans for passengers with limited mobility. The fleet has expanded by 30%, reaching 1,426 vehicles. Cities across the country are working to improve accessibility more broadly. Infrastructure is being adapted to meet modern standards, while businesses and public institutions are increasingly responding to the needs of people with disabilities by improving access to buildings and interior spaces. According to the Ministry of Labor and Social Protection, more than 29,500 social infrastructure facilities -- 68% of the total -- are now accessible to people with disabilities across Kazakhstan. By the end of 2026, this figure is expected to rise to over 34,000.

Art and Culture

Life After the Water: Uzbekistan Brings the Aral Sea Story to Milan

Uzbekistan made its debut at Milan Design Week 2026 on April 20, with When Apricots Blossom, an immersive exhibition at Palazzo Citterio exploring how craft and design can respond to environmental crisis. Running through April 26, the project is organized by the Uzbekistan Art and Culture Development Foundation (ACDF), commissioned by its chairperson, Gayane Umerova, and curated by Kulapat Yantrasast, founder of WHY Architecture. It marks the country’s first major presentation at one of the world’s leading design platforms. At the center of the project is Karakalpakstan, a region in northwestern Uzbekistan that has experienced one of the world’s most severe environmental crises. Over the past six decades, the shrinking of the Aral Sea has transformed the area’s landscape, economy, and way of life. Once a vast inland body of water, the sea has largely disappeared, leaving behind desert, salt plains, and struggling communities. [caption id="attachment_47478" align="aligncenter" width="926"] The Garden Pavilion at Palazzo Citterio, indicative render: Lightweight latticed framework ‘deconstructed yurt’ by Kulapat Yantrasast. When Apricots Blossom, Milan Design Week 2026. Courtesy of ACDF and WHY Architecture[/caption] When Apricots Blossom traces this transformation while also looking ahead. “The Aral Sea is both a cautionary tale and an opportunity to offer a blueprint for other regions facing extreme environmental change,” Umerova said ahead of the opening. She emphasized that design and craft are not separate from these challenges, but part of the response. “They begin with people and knowledge.” Inside Palazzo Citterio, the exhibition unfolds as a journey through the region’s past, present, and possible futures. The main gallery features an installation of reed-like structures that evoke the landscapes of Karakalpakstan. Within this setting, visitors encounter objects and ideas connecting everyday life with broader environmental questions. A key focus is on three traditional practices: bread-making, yurt-building, and textile crafts. These are presented not as relics of the past, but as systems of knowledge shaped by generations of adaptation. [caption id="attachment_47534" align="aligncenter" width="8192"] Bethan Laura Wood at Palazzo Citterio - When Apricots Blossom - commissioned by ACDF. Image courtesy of ACDF[/caption] Twelve international designers have worked with Uzbek and Karakalpak artisans to create new pieces inspired by these traditions. Among them are custom bread trays and stamps (chekich), reflecting the central role of bread in Uzbek culture. Made from materials such as wood, felt, ceramics, and reeds, the works reinterpret familiar forms while remaining rooted in local techniques. Alongside these contemporary designs are artifacts selected by participants of the Aral School, an international postgraduate program that treats the region as a site for creative and critical exploration. The exhibition also premieres Where the Water Ends, a new film by filmmaker Manuel Correa and architect Marina Otero Verzier, offering a closer look at landscapes and communities shaped by the Aral Sea’s decline. [caption id="attachment_47480" align="aligncenter" width="976"] The main gallery interior, indicative render: Reed-link forms by WHY Architecture. When Apricots Blossom - Milan Design Week 2026. Courtesy of ACDF and WHY Architecture[/caption] Together, these elements form a broader narrative about how people adapt to...

Transport

Turkmenistan’s Train and Bus Networks Reportedly Failing Passengers

Overcrowded trains and buses, often carrying passengers without tickets, have long been a feature of life in Turkmenistan, continuing to frustrate residents who rely on intercity transport. As reported by Chronicles of Turkmenistan, many had hoped for improvements following the dismissal of Deputy Prime Minister for Transport and Communications Mammetkhan Chakyev. However, in the three months since Batyr Annayev was appointed to the role, no meaningful progress has been observed in passenger transport services. Purchasing train or bus tickets online is possible only 7-10 days before departure. Closer to the travel date, passengers turn to ticket offices, but tickets are typically sold out. Meanwhile, intermediaries offer tickets at prices three to four times higher than official rates. For example, a train ticket from Ashgabat to the town of Yoloten costs around $8 at official counters, but resellers charge between $26 and $32 for the same ticket. The situation is even more pronounced for Dashoguz: an official seat in a sleeper-class carriage costs about $16, while tickets purchased through intermediaries can reach $58. Residents of Dashoguz region face the greatest challenges. There are reportedly no buses or taxis available. Only two trains run daily, which locals describe as critically insufficient. In contrast, buses and taxis operate to the towns of Bayramaly, Turkmenabat, and the city of Turkmenbashi. Nevertheless, trains on these routes remain heavily overcrowded, with passenger numbers exceeding capacity by 1.5 to 2 times. Those unable to obtain tickets online, at ticket offices, or through intermediaries often pay conductors directly. As a result, passengers occupy not only seats and berths but also stand or sit in vestibules, corridors, and even near toilets. According to the publication, the only noticeable change since Annayev took office has been a ban on carrying traditional Turkmen flatbread and govurma (fried, preserved meat) on international flights. While some restrictions existed previously, eyewitnesses reported that in the early days of his tenure, bins at Ashgabat airport were filled with confiscated food items prohibited from export.

Science

Researchers in Kazakhstan Develop Central Asia’s First Digital Food Atlas

Researchers at Nazarbayev University in Astana have unveiled Central Asia’s first digital food atlas, a tool designed to improve how diets in the region are measured and studied. The development is expected to strengthen research in public health and nutrition. Developed by the Central Asia Food Innovation Lab (CAFI Lab), the atlas addresses a long-standing gap in public health research: the lack of accurate, region-specific data on dietary habits. As the researchers note, even minor errors in estimating portion sizes can lead to significant distortions in calculating calorie and nutrient intake. Until now, specialists in Central Asia have largely relied on Western or East Asian dietary databases. However, the structure of the regional diet, characterized by high consumption of red meat, flour-based foods, and dairy products, limits the accuracy of such tools. [caption id="attachment_47557" align="alignnone" width="300"] @NU[/caption] The atlas introduces a standardized approach based on two previously developed regional datasets: the Central Asian Food Dataset (CAFD) and the Central Asian Food Scenes Dataset (CAFSD). It includes 115 items, ranging from traditional dishes such as beshbarmak, plov, and manty to commonly consumed foods such as pizza, cereals, and ice cream. Each item has been digitized under laboratory conditions with precisely measured portions, an essential factor for accurate dietary assessment. “This is not just a visual guide,” said Dr. Mei Yen Chan, assistant professor at the university's school of medicine. “It aligns with international standards and allows researchers in Central Asia to generate data that are globally comparable.” At the same time, the atlas represents only a first step. It does not directly calculate calorie content and requires an additional analytical layer. As the authors note, regional dishes vary widely in composition and preparation methods, while “hidden” components, such as fats, broths, and density, make precise assessment difficult. In theory, caloric value is calculated as the sum of the energy provided by all ingredients (e.g., 4 kcal per gram of protein and carbohydrates, and 9 kcal per gram of fat). In practice, however, accurate calculation would require weighing every ingredient, an approach rarely feasible in real-life settings. Visual atlases therefore serve as a practical compromise, helping estimate portion size and approximate calorie intake, albeit with some margin of error. Even AI-based systems still struggle to accurately analyze complex, multi-ingredient dishes. [caption id="attachment_47558" align="alignnone" width="300"] @NU[/caption] In this context, the project’s significance extends beyond calorie counting. By standardizing portion sizes, the atlas addresses a fundamental prerequisite for reliable dietary assessment and the advancement of digital nutrition technologies. Beyond research, the atlas supports the development of AI-driven health applications. The datasets are already being used to train machine learning models, including multi-task deep learning systems capable of recognizing dishes, estimating nutritional value, and supporting digital health tools from mobile applications to telemedicine platforms. The findings have been published in the international peer-reviewed journals Nutrients, IEEE Access, and Scientific Reports, and are available in open access. The research team is currently working to expand the project by incorporating detailed nutritional data and is seeking additional...

Tourism

Tajikistan to Make Tourism Pitch at Rock Spire Site

Tajikistan, where tourism has long been hindered by security concerns and a lack of infrastructure, plans to host an international tourism conference this summer in one of the country’s most picturesque areas. People from more than 20 countries are expected to attend the event in the mountainous region of Childukhtaron on June 4-5, according to tourism officials in Khatlon, the southern province that encompasses the natural spires of rock. The name, Childukhtaron, derives from ancient lore about girls who turned into towering rock formations to thwart an invading force. Childukhtaron is dozens of kilometers away from Tajikistan’s border with Afghanistan, the scene of occasional incursions into Khatlon from the Afghan side by suspected drug smugglers as well as incidents of deadly attacks on Chinese workers. Tajikistan has stepped up security close to the border and says the area is under control, while tourism officials are confident that Childukhtaron is far enough away from the frontier to be secure. Still, some travelers might be deterred by long-running safety concerns about Tajikistan. A number of countries warn against travel to the immediate Tajik-Afghan border region and advise caution in other parts of the country because of concerns about terrorism. Canada, for example, says: “Avoid all travel to within 10 km of the border with Afghanistan due to the dangerous security situation and the threat of terrorism.” Earlier this year, China advised its nationals to leave the border area. The Tajik initiative in Childukhtaron is one of the latest efforts to attract visitors to parts of Central Asia that have much to offer tourists, but can be relatively difficult to visit because of long distances, basic infrastructure, and, in Tajikistan’s case, security concerns. Earlier this month, Turkmenistan hosted an international tourism conference, though it remains to be seen whether one of the world’s most closed countries will significantly ease regulations that deter some travelers. In contrast, Uzbekistan and Kazakhstan have taken big strides in developing tourism infrastructure. In the case of Khatlon in Tajikistan, authorities say foreign tourism in the province is on the rise. Khatlon officials say 344,000 tourists entered the region in the first quarter of 2026, according to the state Khovar news agency. The agency’s report didn’t provide a breakdown of domestic and foreign tourists or a figure for the same period last year. Khovar indicated that tourism in Khatlon is a work in progress, referring to the “development potential” of cities and districts there. Childukhtaron is in the Muminabad district, about 250 kilometers south of Dushanbe, Tajikistan’s capital. That’s a drive of some hours, and some tour operators advise at least an overnight stay in the district. More adventurous travelers can consider renting a jeep or all-terrain vehicle to access remote areas. Childukhtaron “consists of pyramid-shaped rocks up to 60 meters high, which have been eroded by long-term winds,” Khovar reported. “There have been many legends and traditions about the Childukhtaron Mountains among the population and indigenous peoples since ancient times.”