Tajikistan Business Economy - The Times Of Central Asia

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Green Energy

Tajikistan Links Green Energy Push to Regional Power Exports

Tajikistan is positioning renewable energy and regional electricity trade as central to its long-term economic strategy, as Dushanbe seeks to build on its hydropower base while reducing exposure to climate- and seasonal-supply risks. The message was delivered by Deputy Minister of Energy and Water Resources Sharif Makhmadzoda during a ministerial dialogue on the renewable energy transition in Central Asia. The session, titled International Cooperation for a Sustainable and Diversified Energy Future, was held as part of the Baku Energy Forum. According to Makhmadzoda, the energy transition has become one of Tajikistan’s key long-term development priorities. He said the shift toward renewable energy is not only about meeting international climate commitments, but also about strengthening energy security, supporting industrial development, and improving living standards. Tajikistan continues to place hydropower at the center of its energy strategy. Makhmadzoda noted that approximately 95% of the country’s electricity is generated by hydroelectric power plants, making the republic one of the world’s leading producers of green energy. Makhmadzoda also stressed the need to diversify the country’s energy mix, citing climate change, glacier melt, seasonal changes in river flows, and rising domestic electricity demand. Against this backdrop, the government sees modernization of the energy sector and the expansion of other renewable energy sources as increasingly important. Particular attention is being paid to the development of solar and wind power generation. Regional cooperation was another key theme of Makhmadzoda’s remarks. According to the deputy minister, Tajikistan’s renewed participation in the Central Asian Unified Energy System could play an important role in creating a regional market for clean electricity. CASA-1000 is designed to carry up to 1,300 megawatts of surplus electricity from Central Asia to high-demand markets in South Asia, linking Tajikistan and Kyrgyzstan with Afghanistan and Pakistan. The comments underline a wider challenge for Tajikistan. Hydropower gives the country one of the region’s cleanest power systems, but it also leaves the energy sector heavily exposed to water availability, climate pressures, and seasonal demand peaks.

EBRD

Uzbekistan-Born Mansurova Named EBRD Regional Head for Kyrgyzstan, Tajikistan, and Turkmenistan

The European Bank for Reconstruction and Development (EBRD) has named Nodira Mansurova as its next regional head for Kyrgyzstan, Tajikistan, and Turkmenistan, putting her in charge of operations in three Central Asian markets where the bank has invested more than €2.5 billion combined. Mansurova will be based in Bishkek and is expected to take up the post on September 1, 2026. She will replace Ayten Rustamova, who has led the regional office since 2021. The appointment gives Mansurova oversight of one of the EBRD’s more varied regional portfolios in Central Asia. As of March 31, 2026, the bank’s cumulative investment stood at €1.177 billion in Kyrgyzstan, €1.059 billion in Tajikistan, and €327 million in Turkmenistan. The three countries present different operating environments for the bank. In Kyrgyzstan and Tajikistan, EBRD activity has included infrastructure, private-sector development, financial services, and energy-related projects. In Turkmenistan, the bank’s work has been more limited and has focused mainly on private businesses and financial-sector activity. Mansurova has worked for the EBRD since 2001. Born in Uzbekistan and now a British citizen, she has held roles in London and in several countries where the bank operates. Her previous posts included regional head of SME Finance and Development for Central Asia, based in Almaty, and head of the EBRD’s operations in Tunisia. Her new role comes as international financial institutions continue to focus on infrastructure, energy transition, private-sector growth, and regional connectivity in Central Asia.

Trade Corridors

Opinion: Eurasia’s New Corridors Are More Than a Transit Race

Across Eurasia, new transport corridors are usually described as instruments of rivalry: routes to bypass Russia, ports to outflank competitors, or rail links to shift influence between regions. The conflict around Iran, the rivalry between India and Pakistan, instability in the Afghanistan-Pakistan zone, crises in the Middle East, sanctions, competition over transport routes, and growing struggles for transit influence all reinforce the image of a continent divided by political contradictions. Increasingly, this is the lens through which Eurasia is viewed. The development of transport routes and connectivity is now often explained through the logic of rivalry. Some corridors are described as alternatives to others. Certain ports are positioned against competing ports. Routes are increasingly perceived as tools of competition, circumvention, or geopolitical influence. The continent can also be viewed differently. Alongside political crises, another reality is visible: the continent continues to connect itself through new routes and networks. Railways, ports, energy grids, dry ports, container corridors, digital cables, and trade chains are gradually linking spaces that only recently were seen as separate regions. In many ways, Eurasia has always been a space of movement, exchange, and connectivity. The Silk Road Was a Network, Not a Single Route A recent article by News Central Asia made a simple but important observation: the Silk Road functioned because it belonged to everyone. This idea contains one of the central lessons of Eurasian history. The Silk Road was never a single road. It was not one unified highway built according to a master plan or controlled by a single center. For centuries, the continent was connected by a vast network of caravan routes, maritime pathways, mountain passes, cities, and trade hubs through which goods, people, knowledge, and ideas circulated. Some routes gained importance while others temporarily declined. States, empires, and commercial centers changed. New pathways emerged. Yet the network itself endured. The strength of the Silk Road lay not in one route, but in the multiplicity of connections. When one corridor became unsafe, trade shifted elsewhere. When political conditions changed, commerce adapted to a new geography. The continental network remained flexible and multilayered. This offers an important lesson for today’s Eurasian space as well. Many modern transport corridors did not emerge from nothing. In many respects, they follow historical logic. Railways have replaced caravan paths, dry ports have succeeded old trade hubs, and container routes continue along directions in which goods moved for centuries. Corridors and the Logic of Rivalry Today, most transport and economic corridors are interpreted as competing projects. Nearly every new route is framed through confrontation, alternatives, or attempts to bypass another direction. The Middle Corridor is often described as an alternative to northern routes. The International North-South Transport Corridor is presented as a separate geo-economic axis. Trans-Afghan projects are portrayed as competitors to other links between Central and South Asia. Chabahar and Gwadar are depicted as rival ports. Even the South Caucasus transport hub is increasingly viewed through the prism of struggles over control of routes and flows. Yet historically,...

International Cargo

Tajikistan and Kyrgyzstan Conduct First Cargo Shipments Using eTIR System

Tajikistan and Kyrgyzstan have carried out their first international cargo shipments using the eTIR system, marking a step toward the digitalization of transport and customs procedures in Central Asia The move is part of a wider regional push to reduce paperwork at borders and speed up freight movement across Central Asia’s road transport corridors. The International Road Transport Union announced the development on May 12. According to the organization, the first operations represent an important milestone in the region’s transition toward electronic customs data exchange and digital transit management. One shipment involved the delivery of vehicles from Kyrgyzstan to Tajikistan, while a second operation transported vehicle parts in the opposite direction. Electronic eTIR guarantees were issued by the national international transport associations of both countries: the Association of the International Road Transport Operators of the Kyrgyz Republic, known as AIRTO KR, and the Association of International Road Carriers of Tajikistan, known as ABBAT. Both operations were processed through the eTIR National Application developed by the United Nations Economic Commission for Europe. The system allows countries to connect to digital international transit procedures without having to build complex IT infrastructure from scratch. Before the launch of the pilot shipments, specialists from the IRU and UNECE conducted a series of training seminars for customs officials and representatives of the transport sector. The training sessions were held in Osh, Kyzyl-Bel, and Khujand with support from transport associations and customs authorities in both countries. The IRU emphasized that the successful implementation of the first eTIR operations was the result of close cooperation among customs agencies, transport operators, international road transport associations, and United Nations structures. IRU said it plans to continue working with national authorities and regional partners to expand eTIR use across Central Asia. The traditional TIR system is widely used for international customs transit operations, allowing goods to move across borders in sealed cargo compartments under a unified guarantee and customs control mechanism. The digital eTIR platform is considered the next stage in the system’s development. It is expected to simplify information exchange between customs authorities, transport operators, and guarantee associations, while also accelerating border crossing procedures and reducing paperwork.

Fuel Prices

Central Asia Feels Fuel Strain as Kazakhstan Prices Edge Higher

Kazakhstan's fuel market is moving into a new phase after the end of the government freeze on AI-92 gasoline and diesel. Pump prices have risen by small amounts so far. Retail prices are rising cautiously amid growing pressure from neighbors where fuel costs more. Kazakhstan still has some of the cheapest gasoline in the region, but that advantage creates a risk: cheap fuel attracts cross-border demand and makes it harder to fund the refining capacity the country says it needs. On October 16, 2025, Kazakhstan's government introduced a moratorium on further increases in AI-92 gasoline and diesel as part of a wider anti-inflation package. The decision also put the Energy Ministry, the competition agency, and regional authorities in charge of keeping supplies stable. The measure came after inflation and tariff reforms had raised concerns about household costs. The freeze ended on April 1, 2026, but by mid-April, the Energy Ministry was still trying to calm expectations. Kazinform cited Vice Minister of Energy Kaiyrkhan Tutkyshbayev on April 14 as saying most prices had risen mainly by one tenge after the moratorium was lifted, and that the state would not allow a sharp jump. The tone matched what drivers were seeing: a controlled rise rather than a sudden reset. The memory of January 2022, when an LPG price jump helped spark unrest, still hangs over fuel policy. The end of the freeze also fed into inflation expectations. National Bank Governor Timur Suleimenov warned in April that renewed growth in fuel prices and utility tariffs had to be handled cautiously, because a sharp reset could reverse the slowdown in inflation. The National Bank later said reforms in utility tariffs and fuel prices accounted for 32.9% of household inflation expectations in March. That made the fuel moratorium more than a pump-price measure: it was one of the state’s main tools for containing expectations while inflation remained in double digits. An April 9 check by Tengri Auto found that most filling stations in Almaty and the surrounding area were still selling fuel close to the previous price range. Several major networks, however, had already moved AI-92 toward 240 tenge per liter. AI-95, which was not covered by the main freeze, had risen to 328 tenge at one network. A Kazinform market check published on May 25 showed the same gradual pattern. AI-92 was listed at 238-239 tenge per liter in Astana, 238-241 tenge in Almaty, and 224-227 tenge in Shymkent. Diesel stood at 329 tenge in Astana, 330-337 tenge in Almaty, and 332-335 tenge in Shymkent. The figures point to a market that is moving, but still under close control. Fuel is also feeding into Kazakhstan's broader inflation picture. The Bureau of National Statistics put annual inflation at 10.6% in April 2026. Petrol prices were up 16.1% year-on-year and added 0.53 percentage points to annual price growth. Transport as a category added 1.1 percentage points. Fuel is one of the costs households notice most directly, and its effects spread through freight, food distribution, agriculture, taxis,...

Eurasian Development Bank (EDB)

EDB to Provide Tajikistan With $18.5 Million for Road Construction in Gorno-Badakhshan

The Eurasian Development Bank (EDB) will finance the construction of a section of the Labidjar-Kalaikhumb highway in Tajikistan in a project aimed at improving transport connections with the country’s remote Gorno-Badakhshan Autonomous Region (GBAO) and increasing access to mountainous areas. The financing agreement was signed by the EDB’s country director for Tajikistan, Vladimir Yakunin, and Tajik Finance Minister Fayziddin Kakhhorzoda. Under the agreement, the bank will provide Tajikistan with concessional financing totaling $18.5 million. Of that amount, $17 million will be issued as a loan, while an additional $1.5 million will be allocated as a targeted grant. The funds will be used for the construction and reconstruction of the first section of the Labidjar-Kalaikhumb road. The project includes the construction of ten kilometers of roadway and three bridges. Project developers say the new infrastructure will improve cargo transport safety, enhance access to remote mountain regions, and create additional opportunities for business development and trade. The project is also expected to strengthen transport links between Tajikistan’s centrally administered districts and the Gorno-Badakhshan Autonomous Region. “The project will become part of a broader effort to modernize Tajikistan’s transport infrastructure and will contribute to the country’s socio-economic development, the expansion of interregional ties, and increased population mobility,” Yakunin said. He added that support for infrastructure projects remains one of the bank’s key strategic priorities. The Eurasian Development Bank has operated across the Eurasian region for nearly two decades. The institution finances projects in transport, digital infrastructure, agriculture, industry, and green energy. According to the bank, by the end of 2025, its portfolio included 326 projects with a combined investment volume of approximately $19.6 billion. A significant share of those projects is linked to the development of transport corridors and deeper economic integration among participating countries. The EDB also states that its activities are guided by the United Nations Sustainable Development Goals and ESG principles.