Turkmenistan Life & Culture - The Times Of Central Asia

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UFO Files

Pentagon UFO Files Include 1994 Tajik Air Report Over Kazakhstan

On May 8, the Pentagon released the first batch of U.S. Department of War files on unidentified anomalous phenomena (UAP), including a State Department cable describing a 1994 sighting by Tajik Air pilots over Kazakhstan. The new archive, called the Presidential Unsealing and Reporting System for UAP Encounters, was created in response to a directive from U.S. president Donald Trump. It covers unresolved cases where the government cannot make a definitive determination from available data, with further releases expected “every few weeks.” The department uses the current term UAP as well as the older term unidentified flying object (UFO). The release includes a three-page unclassified State Department cable from the U.S. embassy in Dushanbe. Dated January 31, 1994, it is titled “Tajik Air Pilots Report Unidentified Flying Object” and carries a State Department “Released in Full” stamp dated February 25, 2026. The same cable had previously appeared in CUFON’s archive of State Department UFO records, released in 2000 in response to a Freedom of Information Act (FOIA) request. According to the cable, Tajik Air chief pilot Ed Rhodes, identified as a United States citizen, and two American pilot colleagues reported that they had encountered a UFO on January 27, 1994, while flying at 41,000 feet in a Boeing 747SP. The location was given as latitude 45 north and longitude 55 east, over Kazakhstan. The pilots described the object as an intensely bright light approaching from the east at high speed and at an altitude far above their aircraft. They said they watched it for about 40 minutes as it moved in circles, corkscrews, and 90-degree turns. Rhodes reportedly took several photographs with a pocket Olympus camera and said copies would be sent to the embassy and to the Tajikistan desk at the State Department if they came out. No such photographs appear in the released cable. The crew could not identify the object’s shape because it was dark. They described its light as resembling a “bow wave,” and later said the aircraft flew beneath contrails left by the object after sunrise. Rhodes estimated those contrails to be at about 100,000 feet. The embassy suggested that the object might have been a meteor entering and skipping off the Earth’s atmosphere. Rhodes and the other pilots rejected that explanation, saying their years flying passenger aircraft for Pan Am had given them extensive experience with meteors and space junk. Based on the object’s reported speed and maneuverability, Rhodes expressed the view, which the cable says his crew seemed to support, that it was “extraterrestrial and under intelligent control.” The U.S. government recorded what the pilots said, but the cable does not confirm what they saw, as demonstrated in the file’s cautionary note: “We have no opinion and report the above for what it may be worth.” The release adds an official U.S. record to a regional history in which unexplained aerial reports have surfaced in Soviet research programs and, more recently, in media and online claims. During the Soviet period, reports of anomalous...

Victory Day

Victory, Memory, and Moscow: Central Asia’s Changing May Calendar

May is when Central Asia’s past crowds into the public square. Workers, soldiers, veterans, constitutions, unity campaigns, and the legacy of World War II all compete for space on the calendar. The dates are familiar across the region, but their meanings are no longer the same. Kazakhstan marks People’s Unity Day on May 1, Defenders’ Day on May 7, and Victory Day on May 9. Kyrgyzstan has a May calendar built around Labor Day, Constitution Day, and Victory Day. Uzbekistan has recast May 9 as the Day of Remembrance and Honor. Turkmenistan lists May 9 as Victory Day of the 1941-1945 Great Patriotic War, but it no longer carries the same public weight as the country’s main state holidays. Those choices show how each state is handling its Soviet past. May 1 can mean labor, unity, or almost nothing. May 9 can mean victory, mourning, family memory, or careful diplomacy. In Central Asia, the politics of memory rarely move through open rejection. It works through renaming, recalibrating, and changing the optics. Russia still treats May 9 as a central ritual of state power. Victory Day marks the Soviet defeat of Nazi Germany in what Russia calls the Great Patriotic War. Under Vladimir Putin, it has become a display of military strength, national sacrifice, and confrontation with the West. Since Russia’s full-scale invasion of Ukraine in 2022, that message has become more direct. This year, the image projected from Moscow will be weaker. Russia is preparing to hold its May 9 parade on Red Square without the usual display of military hardware. Tanks and missile systems, long central to the spectacle, are being kept away. Russia’s Defense Ministry cited the “current operational situation,” while the Kremlin linked the change to Ukrainian attacks. For Central Asian governments, that image will be hard to separate from their own handling of Victory Day. Moscow has long used May 9 to gather friendly leaders and place the post-Soviet region inside a shared wartime story. Attendance in Moscow has become a diplomatic signal. Absence has become one too. In recent years, Victory Day diplomacy has shown how Central Asian governments try to respect wartime memory while avoiding full alignment with Russia’s narrative. This year, at least some Central Asian leaders are again expected in Moscow. Kazakhstan’s Kassym-Jomart Tokayev and Kyrgyzstan’s Sadyr Japarov have been reported among those planning to attend, though the Kremlin has not yet published a full list of foreign guests. Central Asian states cannot simply discard May 9. Millions of people from the region served in the Red Army or worked behind the front during World War II; from Kazakhstan alone, around one million people contributed to the war effort, with nearly 271,000 soldiers still listed as missing. Families still carry those memories. Monuments, veterans’ payments, school events, and wreath-laying ceremonies remain important. For many people, Victory Day is personal before it is geopolitical. Yet governments have changed the tone. Kazakhstan still marks Victory Day as a public holiday, but large military parades...

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...