Turkmenistan Life & Culture - The Times Of Central Asia

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Internet

Turkmenistan Begins Seizing and Dismantling Starlink Equipment

Amid ongoing connectivity issues, Turkmenistan’s authorities have intensified efforts to control alternative internet access. Since mid-April, the country has begun widespread identification and seizure of equipment used for the Starlink service. Raids are being conducted by law enforcement agencies and other relevant state bodies. According to sources, inspections are taking place in residential buildings as well as office and commercial properties, with particular attention paid to rooftops, where satellite equipment is typically installed. Although the service is not officially authorized in Turkmenistan, it has become widely used. The reason is straightforward: users are seeking more stable internet access amid low speeds and restrictions imposed by local providers. According to local residents, the shift toward satellite internet accelerated following a deterioration in network quality in February. At that time, authorities introduced what users describe as a deliberate “degradation” of connectivity, increasing demand for alternative solutions. The cost of connecting to Starlink remains high. Purchasing and installing the equipment typically requires between $1,000 and $1,500. However, users begin to see savings after several months compared to domestic tariffs. Subscribers pay around $100 per month and receive speeds exceeding 200 Mbps, while the state provider Turkmen Telecom offers the general population a maximum of 6 Mbps. Even at a monthly cost of about $112, users can expect only around 8 Mbps. Higher-speed packages are largely unavailable to ordinary users. Speeds of up to 100 Mbps are offered only to legal entities and cost approximately $6,280 per month. For foreign companies, the price can reach as much as $35,702 per month. However, the key issue extends beyond pricing. According to users, connection quality remains unstable. Frequent disruptions and blocking are reported, and in some cases even basic online activities take a considerable amount of time.

Transport

Crackdown on Private Taxis Complicates Life for Residents of Ashgabat’s Outskirts

In Turkmenistan’s capital, Ashgabat, traffic police have intensified inspections of private taxi drivers in outlying districts such as Choganly, Garadamak, and Shor. While the measures are formally aimed at curbing informal transport services, they have had significant consequences for local residents. Public transport technically operates in these areas, but routes largely run along main roads. Those living farther away often have to walk several kilometers to reach their homes. According to residents, private drivers previously helped bridge this gap by offering rides from bus stops. That option has now largely disappeared. Drivers are being stopped, fined, or, according to eyewitness accounts, asked to pay bribes. As a result, not only the drivers, many of whom rely on informal taxi services as one of the few sources of income amid unemployment, are affected, but also passengers. People with children or heavy bags are increasingly forced to walk. The situation is further aggravated by earlier restrictions. Around two years ago, at the request of city authorities, small shops were closed across the capital, including in these districts. As a result, residents must now travel to supermarkets or markets to buy groceries. This has led many to purchase goods in bulk, making the journey home even more difficult. Conditions are particularly challenging on more remote streets. For example, Ashgabat Street deep within Choganly is poorly developed, lacking sidewalks and turning into muddy streams during rainy weather. Residents say that walking in such conditions is difficult and nearly impossible with strollers or heavy bags. The street branches into smaller roads, many of which are unpaved. As a result, even routine trips outside the home can become a serious challenge. More broadly, residents note that restrictions are being introduced faster than basic infrastructure problems are being addressed. In such conditions, any tightening of regulations has an immediate and tangible impact on daily life.

Silk Road

Silver, Silk, and Forgotten Power: Central Asia’s Islamic Past Comes to London

At Sotheby’s in London, Central Asia comes into view as a world of dazzling craft and taste. The Arts of the Islamic World & India auction on April 29th gathers rare eastern Islamic works that show how the region turned faith, power, and luxury into art. The standout lot is a 12th or 13th-century silver ewer, catalogued as Persian or Central Asian. Most related vessels are brass or bronze. This one is comparable to vessels from the Harari Hoard, a group of 10th and 11th-century silver objects now largely held in the L.A. Mayer Museum for Islamic Art in Jerusalem. The ewer’s presence gives the sale its sharpest point of entry. It is rare, ambitious, and unusually personal. [caption id="attachment_47817" align="aligncenter" width="2447"] A pair of Seljuk gold bracelets, Persia, Khurasan, 12th century; image: Sotheby's[/caption] A 10th-century Nishapur calligraphic dish shifts the focus from metal to script, turning a simple object into a work shaped by the visual grace of the written word. Timurid horse trappings, Qur’an pages, Sogdian silks, golden Mongol cloths, an embroidered robe, and a Shakhrisabz suzani broaden the picture from courtly power to sacred text and textile brilliance, ending in a tradition still closely associated with Uzbekistan. The timing gives the auction added weight. Uzbekistan is building a major new stage for Islamic heritage. The Times of Central Asia reported in April 2026 that its Center of Islamic Civilization has entered the Guinness World Records as the world’s largest museum. TCA asked Frankie Keyworth, a Specialist in Islamic and Indian Art at Sotheby’s, why Central Asia’s artistic legacy is commanding fresh attention now. [caption id="attachment_47818" align="aligncenter" width="8984"] A turquoise-set silver and brass belt buckle, Bukhara, Central Asia, 19th century; image: Sotheby's[/caption] TCA: Why are the artifacts in this auction so important for understanding Central Asia as a center of artistic production, rather than just a corridor between other civilizations? Keyworth: They really reiterate the breadth of artistic production in Central Asia, which is incredibly rich in terms of medium, design and chronology. The works presented here range from the 8th to the 19th century, from textiles to ceramics, metalwork to manuscripts, and they reveal traditions that are distinct to Central Asia, and others that inform and are informed by artistic production in other regions. The impressive silver ewer is a good example of this. Its nielloed decoration on silver is typical of a distinct group of silver vessels produced in Central Asia, but its form would go on to inform examples in other materials, such as bronze or ceramics produced later in Persia. [caption id="attachment_47819" align="aligncenter" width="2560"] A Timurid or early Ottoman tinned copper goblet (mashrabe), Central Asia or Eastern Anatolia, late 15th century; image: Sotheby's[/caption] TCA: Which object best captures Central Asia’s wider historical importance, and what makes it so revealing? Keyworth: It’s hard to pinpoint such a vast artistic tradition to one object, but luxurious textile production is synonymous with the arts of Central Asia. In this sale, we can see one of the earliest...

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...

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.

Child Protection

Turkmenistan Develops First Child Protection Program

The government of Turkmenistan has begun developing its first National Program on Child Protection and Child-Friendly Justice, with technical support from UNICEF, according to a report published on April 15. Officials described the initiative as a major step toward strengthening systems that safeguard children’s rights. The process was formally launched during the first meeting of an interagency working group in Ashgabat. The group, coordinated by the Prosecutor General’s Office, includes representatives from 10 government bodies. Authorities said the program aims to establish a coordinated, cross-sectoral approach, focusing on family-based care for children without parental support, improving child justice systems, preventing violence, and strengthening overall protection mechanisms. “The development of this National Program demonstrates Turkmenistan’s commitment to protecting the rights of every child,” a representative of the Prosecutor General’s Office said. UNICEF’s representative in the country, Jalpa Ratna, welcomed the move, noting that it would help build “a more coordinated, family-oriented child protection system.” The draft program is expected to be completed by the end of the year following consultations with stakeholders, including children, families, and professionals. It will align with national legislation and international recommendations, including those from the UN Committee on the Rights of the Child. Meanwhile, in Uzbekistan, President Shavkat Mirziyoyev has approved a series of measures aimed at expanding social protection and improving services for vulnerable groups. The reforms focus particularly on people with disabilities, children, and women affected by violence. Among the new initiatives is the introduction of an “Early Intervention” service for children up to the age of three with developmental disorders, scheduled to begin by June 1. The program will provide specialized educational and therapeutic support through non-governmental organizations. Authorities also plan to launch several new services for adults with mental disabilities, including daycare programs, home-based care, and short-term support options designed to assist families. These services are expected to reach more than 8,300 people in 2026, with up to 600 NGOs and private providers involved. A monthly care allowance will also be introduced for guardians of adults with severe intellectual disabilities starting in September 2026. In addition, Uzbekistan plans to expand the role of its “Inson” Social Service Centers, integrating them into local government structures and strengthening oversight of guardianship arrangements. Further reforms include transforming state-run residential institutions into community-oriented care centers, expanding tax exemptions for families of children with disabilities, and introducing stricter legal measures to protect minors from exploitation.