• KGS/USD = 0.01144 0%
  • KZT/USD = 0.00194 0%
  • TJS/USD = 0.10872 0%
  • UZS/USD = 0.00008 0%
  • TMT/USD = 0.28571 0%
  • KGS/USD = 0.01144 0%
  • KZT/USD = 0.00194 0%
  • TJS/USD = 0.10872 0%
  • UZS/USD = 0.00008 0%
  • TMT/USD = 0.28571 0%
  • KGS/USD = 0.01144 0%
  • KZT/USD = 0.00194 0%
  • TJS/USD = 0.10872 0%
  • UZS/USD = 0.00008 0%
  • TMT/USD = 0.28571 0%
  • KGS/USD = 0.01144 0%
  • KZT/USD = 0.00194 0%
  • TJS/USD = 0.10872 0%
  • UZS/USD = 0.00008 0%
  • TMT/USD = 0.28571 0%
  • KGS/USD = 0.01144 0%
  • KZT/USD = 0.00194 0%
  • TJS/USD = 0.10872 0%
  • UZS/USD = 0.00008 0%
  • TMT/USD = 0.28571 0%
  • KGS/USD = 0.01144 0%
  • KZT/USD = 0.00194 0%
  • TJS/USD = 0.10872 0%
  • UZS/USD = 0.00008 0%
  • TMT/USD = 0.28571 0%
  • KGS/USD = 0.01144 0%
  • KZT/USD = 0.00194 0%
  • TJS/USD = 0.10872 0%
  • UZS/USD = 0.00008 0%
  • TMT/USD = 0.28571 0%
  • KGS/USD = 0.01144 0%
  • KZT/USD = 0.00194 0%
  • TJS/USD = 0.10872 0%
  • UZS/USD = 0.00008 0%
  • TMT/USD = 0.28571 0%
23 December 2025

Tajikistan Launches Domestic Violence Hotline

Tajikistan’s Committee on Women and Family Affairs has launched a dedicated hotline for victims of domestic violence, marking a significant step in regional efforts to address gender-based violence. According to Asia-Plus, the contact center aims to expand access to support services and raise public awareness.

In recent days, the Committee informed citizens via SMS that anyone experiencing domestic abuse can contact the helpline at +992 (37) 221-30-40. The center operates Monday to Friday from 8:00 to 17:00, and Saturdays from 8:00 to 12:00. Both women and men can receive free legal advice and psychological support on issues such as domestic abuse, housing, alimony, and divorce.

Officials said the hotline builds on earlier in-person consultations and has already been operational for over two months. It was established under the framework of Tajikistan’s law “On the Prevention of Domestic Violence” and a corresponding state program. Its core mission is to support survivors and help prevent future cases of abuse. (A previous hotline, number 1313, was operated by the Committee but was discontinued for unspecified reasons.)

Regional Momentum

In neighboring Uzbekistan, the government approved an Administrative Regulation in June 2024 to enhance services for women and minors affected by domestic violence. According to the Justice Ministry’s press service, the regulation expands access to assistance through multiple channels, including the nationwide network of Inson social service centers, the Ministry of Internal Affairs’ 24/7 police hotline (102), emergency dispatcher (112), and the short “trust” number (1146). Citizens can also report abuse to neighborhood police inspectors or local social workers.

Authorities are now legally required to respond within 24 hours of receiving a complaint. Protective measures include issuing restraining orders, relocating survivors and their children to shelters, and conducting immediate assessments by social workers and police. The government also plans to establish crisis centers in every province by the end of 2024, providing safe refuge and access to medical care.

Kazakhstan’s Landmark Reform

Kazakhstan has also taken decisive steps. On April 15, 2024, President Kassym-Jomart Tokayev signed a landmark piece of legislation, popularly known as Saltanat’s Law, to strengthen protections for women and children. The law was named in memory of Saltanat Nukenova, a 31-year-old woman murdered by her husband, former economy minister Kuandyk Bishimbayev, in a case that shocked the nation and triggered mass protests.

As previously reported by The Times of Central Asia, the new law re-criminalized domestic battery and the infliction of minor bodily harm, which had previously been classified as administrative offenses. It introduced harsher penalties for repeat offenders and eliminated legal loopholes that allowed reconciliation in cases involving minors. For the most serious crimes, including murder and sexual violence against children, the law provides for life imprisonment.

Uzbekistan Denies Reports on Return of Afghan Military Helicopters

Speculation has resurfaced regarding the fate of Afghan military aircraft flown to Central Asia during the collapse of the previous Afghan government in August 2021. On September 10, Taliban spokesman Zabihullah Mujahid told The Kabul Times that Uzbekistan had agreed to return helicopters that Afghan pilots had flown across the border as Kabul fell. He claimed the transfer of 57 helicopters was imminent, describing it as a step toward rebuilding Afghanistan’s air force and strengthening ties between the two countries.

According to Mujahid, the aircraft had remained in Uzbekistan under the terms of quiet negotiations between Tashkent and Kabul.

The U.S. Department of Defense previously confirmed that 46 planes and helicopters were flown to Uzbekistan and another 18 to Tajikistan in 2021. The aircraft included Mi-17 and UH-60 helicopters, along with PC-12, C-208, AC-208, and A-29 fixed-wing aircraft.

However, Uzbekistan’s Ministry of Foreign Affairs quickly denied the Taliban’s claims. On September 11, ministry spokesperson Ahror Burkhanov told Gazeta.uz that reports of an agreement to return the helicopters “do not correspond to reality.” He dismissed the information as “fake news” and emphasized that Uzbekistan’s position on the issue remains unchanged.

The Taliban has repeatedly demanded the return of the aircraft from both Uzbekistan and Tajikistan, but neither Tashkent nor Dushanbe has responded to these requests publicly. U.S. Ambassador to Uzbekistan Jonathan Henick previously stated that Washington and Tashkent reached an understanding in 2021 regarding the aircraft. He added that part of the military equipment remains in Uzbekistan, and that the two governments are cooperating on the matter through a joint program.

Prior to the Taliban’s return to power in August 2021, Afghanistan’s air fleet included 164 military aircraft. Today, only 81 are believed to remain. As the government collapsed, many Afghan Air Force pilots fled with their aircraft to neighboring countries, including Uzbekistan and Tajikistan.

Almaty Targets Scooter Safety After Tokayev Calls for Urgent Action

Kazakhstan has become the first country in Central Asia where public concern over electric scooters reached such intensity that the issue was addressed by the president himself. Kassym-Jomart Tokayev mentioned electric scooters in his latest Address to the People of Kazakhstan, a key policy document that outlines the country’s development priorities for the year ahead.

In recent weeks, multiple high-profile incidents involving electric scooters have dominated headlines: a woman suffered a broken leg after being hit by teenagers on a scooter; schoolchildren collided with a baby stroller in Almaty; two girls were struck by a bus while riding a scooter; a passerby lost an eye after confronting an aggressive rider; and a fight broke out between two scooter users unable to share the road.

These events, widely reported in local media, have fostered growing public frustration toward both scooter riders and the companies that rent out these vehicles.

Demonstrating a commitment to what he calls a “responsive state,” Tokayev addressed the issue directly in his national address.

“Attention should also be paid to electric scooters, a topic that is being actively discussed in society,” he said. “Two years ago, legislative changes were made that impose restrictions on riding on sidewalks. But the situation in public places has not changed much, and citizens are still at risk. Legislative amendments regulating this area have now been prepared and must be adopted without delay.”

The changes referenced by the president came into effect on August 30, 2023. They prohibit scooter use on public roads without a driver’s license, helmet, and reflective elements. Riders are also barred from exceeding 6 km/h on sidewalks.

However, these regulations have had limited impact, largely due to a lack of enforcement. Scooter rental companies pledged to implement technical solutions such as speed limiters on sidewalks, single-rider restrictions, and designated parking zones to prevent scooters from obstructing pedestrian pathways. But many of these promises have yet to materialize.

On the issue of underage riders, operators have deflected responsibility, saying parents must supervise their children. “It is the parents themselves who give teenagers access to rental scooters,” one business representative noted.

In response to the president’s remarks, a roundtable was quickly convened in Astana with participation from police and kick-sharing companies. Authorities reported that of 31 traffic accidents involving scooters this year, 18 involved minors.

In Almaty, the epicenter of most high-profile incidents, raids were carried out in response to mounting public pressure. In a single day, police recorded over 800 scooter-related violations, including 11 cases involving parental negligence. A total of 259 scooters were impounded. To bolster enforcement, 50 additional police patrols were deployed in high-traffic areas using scooters provided by rental companies.

The Almaty City Administration’s Urban Mobility Department also announced plans to expand infrastructure to manage the problem of scooters left haphazardly on sidewalks. Currently, 67 workers, referred to as “scouts”, relocate abandoned vehicles to 15 designated parking zones. An additional 10 parking areas are expected to be operational by October.

In short, the problem may not be the lack of regulation, but the failure to enforce existing rules. As scooter-related incidents continue to spark public backlash, the path forward may depend less on new legislation and more on effective implementation of measures already in place.

Astana to Host 2027 UEFA Under-19 Futsal European Championship

Astana has been selected to host the 2027 UEFA Under-19 Futsal European Championship, marking the first time Kazakhstan will stage a youth futsal tournament at this level. The decision was announced during a UEFA Executive Committee meeting in Tirana, Albania.

According to the Kazakhstan Football Federation (KFF), the joint bid submitted by the KFF and the Kazakhstan Futsal Association received UEFA’s approval, granting Astana the right to organize the final tournament. The matches are tentatively scheduled to take place from September 26 to October 3, 2027, at the Zhekpe Zhek Sports Palace in the capital.

Launched in 2019, the UEFA Under-19 Futsal Championship has been held every two years. The inaugural edition was held in Latvia’s capital Riga, followed by tournaments in Spain (Jaén, 2022) and Croatia (2023). The 2025 edition is set to take place in Chișinău, Moldova, from September 28 to October 5.

The final tournament features eight teams: the host nation and seven group winners from the qualification rounds. The lineup for Euro 2025 includes Moldova, Ukraine, Slovenia, Czechia, Turkey, Spain, Italy, and Portugal, the defending champions. Spain previously claimed back-to-back titles in 2019 and 2022.

For Kazakhstan’s U-19 team, Euro 2027 will mark their debut in the finals, as host nations qualify automatically. While the youth squad has yet to make an international impact, the senior national futsal team has built a strong reputation. Kazakhstan secured bronze at Euro 2016 in Belgrade, reached the semifinals again in Slovenia in 2018, and advanced to the quarterfinals at Euro 2022 in the Netherlands.

The senior team is currently competing for a spot in Euro 2026, which will be co-hosted by Latvia, Lithuania, and Slovenia. After missing direct qualification, Kazakhstan will face Italy in play-off matches on September 18 (away) and September 23 (home in Astana). Despite generational changes, naturalized Brazilian players such as Leo Higuita, Douglas Junior, and Edson continue to play key roles. Earlier this year, Kazakhstan introduced a legislative ban on the use of public funds to pay foreign athletes.

Hosting Euro 2027 represents a significant milestone in Kazakhstan’s efforts to promote youth sports and strengthen its standing in European futsal. UEFA’s decision highlights the country’s growing role in international sport and provides a platform for the next generation of Kazakh futsal players to compete at the highest level.

Opinion: A Railway to the Future – Uzbekistan’s Bold Path to Connectivity and Carbon Cuts

I still remember the thrill of boarding the sleek high-speed train from Tashkent to Bukhara. What could have been an ordinary journey turned into something unforgettable – the kind of experience that stays alive in the memory long after the trip ends. The speed, the comfort, and above all, the hospitality of Uzbekistan Railways revealed more than just modern engineering; it was a glimpse into the vision of a country determined to connect its people and its future to the wider world.

The resonance of this project is deep. The Silk Road was once the artery of global exchange, moving not just goods but ideas, cultures, and entire civilizations between East and West. From Xi’an to Samarkand, Bukhara, and Tashkent, caravans carried silk, porcelain, and paper eastward, while wool, stones, fruits, and glassware travelled west. The CKU Railway is not simply another infrastructure project; it is the revival of this legacy, adapted for the 21st century. By shortening transport routes by nearly 900 kilometers and halving transit times, it promises to transform Uzbekistan’s geographic disadvantage into a strategic strength. For a landlocked country, this is more than steel on tracks – it is a lifeline to global markets.

That is where railways carry an underappreciated advantage. Beyond the economics, rail is also a climate solution. The International Energy Agency (IEA) has found that rail freight is three to four times more energy-efficient than trucks. Trains use 65–80% less fuel per kilogram of cargo. The European Environment Agency calculates that a ton of freight moved by train emits 14–20 grams of CO₂ per kilometer, while the same tonnage on trucks produces 60–120 grams. That is a four- to fivefold difference. If the 20th century belonged to highways, the 21st must belong to railways.

To grasp what this means for Central Asia, consider the region’s emissions profile. According to the EDGAR 2023 dataset, annual greenhouse gas emissions (excluding LULUCF, 2022) stand at roughly 320 MtCO₂e for Kazakhstan, 214 MtCO₂e for Uzbekistan, 99 MtCO₂e for Turkmenistan, 22 MtCO₂e for Kyrgyzstan, and 21 MtCO₂e for Tajikistan. Transport is responsible for around a tenth of that, and road freight dominates. The opportunity for reductions through a modal shift is therefore enormous.

Take Uzbekistan as a case in point. The country moves about 90 billion ton-km of freight annually, within a regional total of some 350 billion. At present, 70% of this moves by road and 30% by rail. Imagine that by 2035, half of current road freight shifts to electrified rail – around 32 billion ton-km. On trucks, that freight would generate 2.9 MtCO₂e per year. On electrified trains, it would produce only 0.54 MtCO₂e. The savings: 2.4 MtCO₂e annually, or more than 1% of Uzbekistan’s entire national emissions. For a single infrastructure project, that is an extraordinary return in climate terms.

The regional potential is just as striking. If similar shifts occurred across Central Asia, annual savings would reach 7–9 MtCO₂e by 2035 – the equivalent of removing two million cars from the road. Projected out to 2050, the cumulative impact could exceed 200 MtCO₂e, a number that should command attention in any discussion of global decarbonization.

What makes this feasible is that Uzbekistan is already ahead. As of 2024, between 52–55% of Uzbekistan’s network is electrified, though the government plans to reach 65% by 2030. With a push to reach full electrification by 2035, this could set a model for its neighbors. Coupled with the country’s vast solar and wind resources, Uzbekistan has the potential to operate a renewable-powered, zero-carbon rail system – a showcase of climate leadership on a global scale.

The implications ripple outward. Shifting freight to electrified rail reduces dependence on imported diesel, strengthening energy security and insulating supply chains from oil price shocks. It cuts logistics costs, making exports more competitive. It diversifies trade routes, reducing reliance on traditional corridors and giving countries more geopolitical autonomy. And it delivers measurable, sector-specific emissions reductions, reinforcing Uzbekistan’s credibility in international climate negotiations.

This is also about relationships. China remains Uzbekistan’s largest trading partner and one of its most important investors. By partnering on the CKU Railway, the two countries are deepening their ties. But critically, they are doing so in a way that embeds climate considerations into infrastructure investment. That is the essence of what the Belt and Road should be in its next phase – a framework not only for connectivity but for sustainability.

When I think back to my own journey from Tashkent to Bukhara, I realize that what impressed me most was not just the technology but the feeling of momentum, of a country on the move. The CKU Railway now promises to extend that feeling across borders, carrying prosperity and resilience in equal measure. The Silk Road once bound continents together with caravans of silk and spices. Today, Uzbekistan is reviving that role, not with camels and caravans but with high-speed, climate-smart railways.

Every kilometer shifted from truck to train is a victory for climate security. Every electrified line is a statement of intent. The steel tracks being laid across Central Asia are not simply infrastructure; they are lifelines of a sustainable future, channels of trust and cooperation, and proof that history can guide us toward a greener tomorrow.

The China–Kyrgyzstan–Uzbekistan Railway embodies this vision. It is a bridge between the past and the future, between economics and environment, between commerce and climate responsibility. It shows that with the right leadership, connectivity and climate action are not opposing goals but reinforcing pillars of progress. For Central Asia, and especially for Uzbekistan, this railway is more than a route. It is a statement of destiny.

 

The views expressed in this article are those of the author and do not necessarily reflect the official policy or position of the publication, its affiliates, or any other organizations mentioned.

The Power of Siberia 2 Project and Central Asia’s Gas Bargaining Power

The proposed Power of Siberia 2 (PoS-2) pipeline from Russia to China has re-entered the headlines on the strength of a new memorandum between Gazprom and CNPC. Russia calls the memorandum “legally binding,” but China has avoided the phrase, because the only thing that is legally binding is an agreement to negotiate.

The memorandum affirms a design capacity up to 50 billion cubic meters per year (bcm/y), a route via Mongolia, and a total trunk length of roughly 2,600 kilometers (km) on the Russian side before crossing Mongolian territory. Feasibility work has highlighted a 1,420-millimeter (56-inch) pipe diameter, and an indicative cost cited in some trade reporting near $13–14 billion.

The political signaling is strong, but pricing terms remain unresolved. For Central Asia, the significance is immediate: even without a final sales contract, the expectation of future Russian volumes tightens China’s negotiating posture with Turkmenistan, Kazakhstan, and Uzbekistan, the three states already connected to China by the Central Asia–China Gas Pipeline (CAGP).

Central Asia’s Gas Supplies to China

China’s westbound import corridor from Central Asia consists today of three parallel pipelines that together provide a nominal capacity of 55 bcm/y (Lines “A” and “B” at 15 bcm/y each, and Line “C”  at 25 bcm/y). Construction of the first two lines began in 2008, with operations starting in 2009–2010; Line C entered service in 2014. Line D, planned at 30 bcm/y through Uzbekistan–Tajikistan–Kyrgyzstan to China, has been delayed for years; if completed, it would raise corridor capacity toward 85 bcm/y.

Turkmenistan is the anchor supplier. The Oxford Institute for Energy Studies (OIES) estimates its deliveries to China at 32.9 bcm in 2022 (roughly 81% of the country’s gas exports that year), with long-term sales structured on formulas linked to the price of oil. Interfax reports that in the second quarter of 2025, the price for Turkmenistan’s gas fell below $290 per thousand cubic meters (mcm). This figure is consistent with oil-price linkage rather than hub-indexed European benchmarks. Recent industry and regional reporting puts Turkmenistan’s deliveries averaging approximately 35 bcm/y in the mid-2020s.

Kazakhstan had committed to supply up to 10 bcm/y, but domestic constraints have kept actual flows lower. S&P Global cites 4.4 bcm in 2022 and 5.86 bcm in 2023, with winter interruptions to protect domestic consumers; of the 29.8 bcm of commercial gas produced in 2023, 19.4 bcm was consumed at home.

Uzbekistan’s volumes have been more variable as Tashkent balances domestic demand, imports, and swap operations. Jamestown noted a fall in Uzbek gas export value to China from $1.07 billion in 2022 to $563.5 million in 2023, before a rebound in 2024 and 2025 according to Chinese customs-based press summaries.

PoS-2’s Route, Mongolian Gatekeeping, and Central Asian Implications

The geography of the route matters for Central Asia. On the Russian side, public summaries describe a corridor from Yamal via Urengoy through Krasnoyarsk and Irkutsk, then across Buryatia toward Kyakhta near the Mongolian border. In Mongolia, official communications stress underground installation across the steppes and local economic benefits, but final investment and ownership arrangements remain pending, and the project’s schedule still depends on a binding Russia–China gas sales agreement that has eluded negotiators for more than a decade.

A critical near-term reality is policy prioritization in Ulaanbaatar. In August 2024, multiple outlets reported that Mongolia omitted PoS-2/Soyuz Vostok from its National Development Plan through 2028, signaling caution. In 2025, Russian and Mongolian officials have emphasized progress on the environmental assessment and intergovernmental cooperation, but the earlier omission underscores the project’s non-inevitability.

Prospects for PoS-2 affect Central Asia in three ways. First, it provides a reference for competition: even without physical deliveries, a credible future Russian option of 50 bcm/y gives Beijing bargaining leeway in price talks with Turkmenistan, Kazakhstan, and Uzbekistan. Second, it enables Chinese portfolio hedging by providing a stabilizer against spot volatility in LNG procurement cycles. Third, the Mongolian gating window gives other suppliers leverage, as physical gas remains years away.

Geography and System Interaction

There would be significant system-level changes if PoS-2 were to proceed. First, the entry-point would shift, as would China’s reliance on the single Xinjiang entry for Central Asian gas. Second, a new corridor would increase China’s flexibility to arbitrage among LNG, PoS-1, PoS-2, and CAGP inflows. Third, Mongolian transit would decrease the relative strategic premium of Central Asian transit.

The hardest commercial issue for PoS-2 has always been price. Europe historically provided Russia with high profitability metrics on pipeline gas. China has resisted paying European-like prices for Siberian volumes, preferring oil-linked formulas. The latest memorandum trumpets route and capacity while avoiding a published price formula. Pricing remains unsettled: a core reason why PoS-2 has slipped repeatedly.

Yet China’s westbound pipeline system already gives Beijing physical optionality across three Central Asian suppliers, with Turkmenistan dominant by volume. The existing 55 bcm/y corridor, and the possibility of even a delayed Line D, would expand China’s portfolio negotiating space even before any Russian gas arrives via PoS-2.

Lessons for Central Asia

Central Asian gas diplomacy has usually been bilateral. A shift toward “managed oligopoly” involving coordinated production, synchronized maintenance, and aligned transit rules would change the arithmetic for Beijing. Even rudimentary steps could have an effect. The distant prospect of PoS-2 increases the penalty for disunity, because even the shadow of 50 bcm/y of Russian gas magnifies China’s walk-away option.

For Central Asia, this matters in two ways. First, every month without a Russia–China price is a month when Turkmenistan can stress proven delivery, Kazakhstan can sell seasonal firmness, and Uzbekistan can market reliability. Turkmenistan’s own contracts, linked to oil price, and the recent realized price under $290/mcm illustrate that Central Asian sellers already work within a pricing regime that fits Beijing’s preferences.

The bottom line for Central Asia is that their leverage resides not in hypothetical flows from Russia that lack a public price formula, but rather in what already flows and what Mongolia has not yet approved. The Central Asian governments can convert this reality into improved terms by emphasizing dependability, modest coordination, and credible optionality. Together, these tactics aggregate into a strategy that will determine whether PoS-2 functions as a long-term constraint on Central Asian gas diplomacy or as a short-term bargaining chip that Central Asia turns to its own advantage.