China-Kyrgyzstan-Uzbekistan Railway - The Times Of Central Asia

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Middle Corridor

Kyrgyzstan and Georgia Seek Black Sea Link for CKU Railway

Kyrgyzstan and Georgia placed Black Sea access at the center of their transport agenda during Georgian Prime Minister Irakli Kobakhidze's official visit to Bishkek on June 11-13. In talks with President Sadyr Japarov at Yntymak Ordo, the new presidential palace complex, on June 12, the two sides linked their cooperation to the China-Kyrgyzstan-Uzbekistan railway, known as CKU, and to Georgia's role in the Trans-Caspian route between Central Asia and Europe. The visit was the first official trip to Kyrgyzstan by a Georgian head of government since the two states established diplomatic relations 34 years ago. "Special attention was paid to linking the China-Kyrgyzstan-Uzbekistan railway with Georgia's port infrastructure," Japarov said after the talks. He called cooperation in this sector "one of the priority areas" in relations between the countries. That focus gave the visit a wider regional dimension, as landlocked Kyrgyzstan still lacks a direct rail link with China. Georgia offers access to Black Sea ports and sits on the South Caucasus section of the Middle Corridor. If the CKU line becomes operational, Bishkek wants cargo moving from China through Kyrgyzstan and Uzbekistan to connect with routes across the Caspian Sea, Azerbaijan, and Georgia. Kobakhidze linked the same issue to Tbilisi's transit goals. "We emphasized the importance of developing the Middle Corridor," he said, adding that the route needs more cargo flows. He said Georgia was closely following the CKU and was pleased that the project was "progressing rapidly," because it would strengthen links between Central Asia and the South Caucasus. The two sides signed a joint statement and a package of bilateral documents after the talks. The agreements covered aviation authorities, state property management, veterinary cooperation, education, justice, sport, radiation safety, foreign ministry cooperation for 2027-2028, and customs cooperation. The customs document provides for advance exchanges of information about goods and vehicles moving between the two countries. That aspect may prove the most practical for freight, since cargo routes depend on data exchange, border processing, and predictable clearance times. The CKU railway has moved from a decades-long plan to active construction. The financing agreement signed in Bishkek set the project cost at $4.7 billion. About half will be financed through a 35-year Chinese loan to the joint project company. China holds a 51% stake in the company, while Kyrgyzstan and Uzbekistan each hold 24.5%. The planned line runs from Kashgar in China through Kyrgyzstan to Andijan in Uzbekistan. The Kyrgyz section represents the most difficult part of the route. It is about 305 kilometers long, with 50 bridges and 29 tunnels planned. More than 5,000 people and about 5,600 pieces of specialized equipment were involved by late March, with tunnel excavation, earthworks, and bridge construction already under way. Transport Minister Talantbek Soltobaev said on June 10 that work was in progress on sections totaling up to ten kilometers. Japarov has outlined 2030 as a target for the launch. The project would give Bishkek a rail role it has never had. Kyrgyzstan has no through rail route linking China with...

Cargo Transport

Kyrgyzstan Logistics Center Aims to Link China and Central Asia

Kyrgyzstan has opened a new international trade and logistics center designed to strengthen transport links between China, Central Asia and wider post-Soviet markets, as Bishkek seeks to expand its role as a regional transit hub. The new facility, Altyn Logistic, officially opened on May 28 in the city of Balykchy, at the western end of Lake Issyk-Kul. The 5.5 hectare logistics center includes warehouses, a railway line with loading and unloading infrastructure, and a large open parking area. According to officials, the complex is capable of handling up to 200 trucks per day and is expected to create around 80 jobs. Speaking at the opening ceremony, Kyrgyzstan’s Chairman of the Cabinet of Ministers Adylbek Kasymaliev said the country is seeking to grow its transit and logistics potential due to its strategic position along international transport corridors. “The center is located on one of the key routes of the Silk Road, and I am confident that it will effectively function as a major logistics hub linking China, Central Asian countries and CIS states,” Kasymaliev said. The choice of Balykchy is strategically important as the city already serves as a transport junction in northern Kyrgyzstan. Located at the western end of Lake Issyk-Kul, it is the final stop on the railway line from Bishkek and sits on the road corridor running from the capital toward Naryn and the Torugart Pass on the Chinese border. Balykchy is also the starting point for the Balykchy-Kochkor-Kara-Keche railway, a 186-kilometer line under construction since 2022. The route is intended to connect the existing northern rail network with Kochkor and the Kara-Keche coal deposit in Naryn Region, one of the main sources of coal for Bishkek’s thermal power plant. Authorities plan eventually to integrate this line with the China-Kyrgyzstan-Uzbekistan railway, which is currently under construction inside Kyrgyzstan. If that happens, Balykchy would become a central node in a wider rail system linking the country’s north with new east-west freight routes through Naryn, Jalal-Abad and onward to Uzbekistan. The city’s road position is also becoming more important. TCA has previously reported that Kyrgyzstan’s alternative North-South highway is designed to link Balykchy with Jalal-Abad, cutting the journey between the two cities from around 13 hours to six once fully operational. That would give Balykchy a stronger role in domestic freight movement, not only in trade with China and Kazakhstan. The new logistics center also fits into Kyrgyzstan’s wider effort to turn its limited rail network into a transit asset. Kyrgyzstan’s railway system still spans only 425 kilometers and remains split between northern and southern sections, but that freight turnover has begun recovering after years of stagnation. For Bishkek, the value of Altyn Logistic will depend on whether those larger rail and road projects are completed. For now, the center strengthens Balykchy’s role as a northern cargo hub; in the longer term, it could become a link between Kyrgyzstan’s existing rail connection to Kazakhstan and the new routes being built toward China and Uzbekistan.

Middle Corridor

Opinion: A New Southern Gate – How the EU-Armenia Summit Unlocks a Critical Branch for the Middle Corridor

For the first time in its history, the European Union held a full summit with Armenia. The meeting, which took place in Yerevan on 4–5 May 2026, was not merely a diplomatic milestone for Armenia. It also sent a signal to governments thousands of kilometers away in Central Asia that the trade route linking Asia to Europe through the South Caucasus is becoming more real, and more politically backed, than ever before. The centerpiece of the summit saw the signing of a “Connectivity Partnership” between Brussels and Yerevan. The European Commission President, Ursula von der Leyen, described Armenia as "uniquely positioned" to connect Europe with the South Caucasus and Central Asia. Under the EU's Global Gateway program, investments in Armenia are expected to reach €2.5 billion. A further €3 billion is earmarked specifically for the Middle Corridor – the trade route that runs from China across Central Asia, over the Caspian Sea, through the South Caucasus, and into Europe. “We will support your integration into key transport networks like the Trans-Caspian Corridor. It is a route that is also of strategic importance for Europe, given the growing flows of trade between our two regions,” von der Leyen stated. A Route That Is Already Moving Fast The Middle Corridor, formally known as the Trans-Caspian International Transport Route (TITR), has grown at a pace that few predicted. Cargo volumes rose 70 percent in the first nine months of 2024 alone, reaching 3.4 million tons. By the end of that year, the total had climbed to 4.1 million tons – up from just 350,000 tons in 2021. The World Bank projects that the route could handle up to 11 million tonnes a year by 2030. It's important to maintain some perspective. These numbers are small fry when compared to the billions of tons of trade that moves between Europe and Asia by sea. However, the Middle Corridor does offer important diversification, particularly given the spillover effects of wars in the Middle East and piracy in the Red Sea. [caption id="attachment_48602" align="aligncenter" width="1274"] Image: Trans Caspian International Transport Route and it’s southern part, China-Kyrgyzstan-Uzbekistan Railway project. Source: middlecorridor.com[/caption] Where Uzbekistan Stands For Uzbekistan, the Middle Corridor is both an opportunity and a work in progress. In January 2025, President Mirziyoyev signed a decree to upgrade road and rail connectivity, and in September 2024, Tashkent co-founded the Eurasian Transport Route Association alongside Austria, Azerbaijan, China, Kyrgyzstan, Tajikistan, and Turkey. In December 2024, Uzbekistan sent its first block train all the way to Brazil – through Turkmenistan, Azerbaijan, and the Georgian port of Poti – proving the route is operationally viable. But costs remain a challenge. Shipping a 40-foot container via the Middle Corridor currently costs between $3,500 and $4,500, compared to $2,800–$3,200 on the Northern Corridor through Russia. Europe, meanwhile, accounts for only around 3 percent of Uzbekistan's exports and 13 percent of its imports — a share that Tashkent wants to grow significantly. The China–Kyrgyzstan–Uzbekistan (CKU) railway — a $8 billion, 573-kilometre project whose...

China-Kyrgyzstan-Uzbekistan Railway

China-Kyrgyzstan-Uzbekistan Railway Enters Active Construction Phase

Construction of the China-Kyrgyzstan-Uzbekistan railway has entered an active phase, following a meeting between the Kyrgyz government and representatives of the company implementing the project. According to the project company, preparation of the main design materials has been completed, while refinement and approval of the technical documentation are ongoing. At the same time, large-scale work has begun at construction sites. More than 5,000 people and approximately 5,600 units of specialized equipment are currently involved in the project. Tunnel excavation, earthworks, and bridge construction are underway, with total earthworks exceeding 3.5 million cubic meters. Erlist Akunbekov, Deputy Chairman of the Cabinet of Ministers of Kyrgyzstan and the official overseeing the project, highlighted the importance of strict compliance with environmental standards and safety requirements. He added that the government would provide the necessary support and coordination to ensure timely completion. Kyrgyz authorities view the railway as a strategic infrastructure project. The new transport corridor is expected to provide the country with direct access to international markets and strengthen its role in regional logistics. One of the key challenges during the design phase was the difference in railway track gauge. China uses the 1,435 mm standard, while Kyrgyzstan and Uzbekistan use 1,520 mm. As a result, a compromise has been reached: part of the railway in Kyrgyzstan will be built to the Chinese standard, with a transshipment hub created to ensure connectivity. Economically, the project is expected to boost exports, primarily agricultural products, to China, the Middle East, and Europe. At present, a significant portion of cargo is transported by road through Uzbekistan and Turkmenistan, with onward routes to the Azov and Black Seas, as well as via China to Pakistan and India. The launch of rail services is expected to reduce logistics costs and improve the competitiveness of Kyrgyz products in foreign markets.

China-Kyrgyzstan-Uzbekistan Railway

China–Kyrgyzstan–Uzbekistan Railway: What It Means for Central Asia

The China–Kyrgyzstan–Uzbekistan railway (CKU railway), also known as the Kashgar–Andijan railway line, is more than an infrastructure project. It represents a geopolitical initiative that could significantly shape the future of Central Asia. In June 2024, Beijing, Bishkek, and Tashkent signed the intergovernmental agreement to move the project forward. The project’s financing—estimated at $4.7 billion—was finalized in December 2025, sparking optimism in all three nations about regional connectivity, trade, and economic growth. Once completed, the railway is expected to become a vital strategic asset in China’s Belt and Road Initiative (BRI). From China’s perspective, the CKU project is a strategic line that diversifies its trade channels and strengthens overland access to Central Asia and beyond. Construction was ceremonially launched on 27 December 2024 in Kyrgyzstan, with major works progressing through 2025, including key tunnel works. For Uzbekistan, the railway could serve as a key link for commerce and transit. Tashkent aims to integrate the China–Kyrgyzstan–Uzbekistan line with existing international transport networks, including connections through Iran and Turkey. But how important is the project for Kyrgyzstan, through which, according to recent reporting, 304 km of the line will pass? According to Nurbek Satarov, Presidential Envoy in the Naryn Region, the project is vital for Kyrgyzstan’s most mountainous region, as roughly 90% of the route through the country will run through Naryn. As he told The Times of Central Asia, construction is in full swing, and the railway is expected to be completed between 2028 and 2030, despite the challenging terrain and technical difficulties. The project includes the construction of 50 bridges and 29 tunnels, underscoring the significant engineering complexities involved. But while regional and national authorities anticipate direct economic benefits from the project, critics argue that Kyrgyzstan may end up serving primarily as a transit country, with limited gains for the local economy. They also question the financial sustainability of the project, noting that it is backed by a long-term loan package of approximately $2.3 billion from Chinese banks. The financing, structured over 35 years and to be repaid by the joint venture company implementing the railway, increases Kyrgyzstan’s exposure to China-linked debt and has raised concerns about future repayment obligations. [caption id="attachment_44216" align="aligncenter" width="1536"] Site visit at the road construction project in the Naryn Oblast; image: TCA, Nikola Mikovic[/caption] However, Edil Baisalov, Kyrgyzstan’s Deputy Prime Minister, claims that the CKU will have a positive impact on the country’s economic development. “This railroad will virtually transform Kyrgyzstan – and not just Kyrgyzstan, but the whole of Central Asia,” he told The Times of Central Asia. Baisalov believes that the CKU railway, once completed, will be part of a larger transcontinental railroad that will cut transit times by at least seven days compared to the northern routes of the Trans-Siberian Railway and maritime transport. The CKU line could indeed bypass the usual northern rail routes through Russia and Kazakhstan, taking a significant share of freight from those countries and reducing their transit revenue. Kyrgyzstan, on the other hand, hopes to see direct gains...

Multimodal Transport Corrdior

Can the New Multimodal Route Become a Sustainable Corridor for Central Asia?

The launch of the China-Kyrgyzstan-Uzbekistan-Turkmenistan-Caspian multimodal corridor has generated significant interest as another attempt to expand Eurasian transport connectivity. A pilot shipment in the fall of 2025 demonstrated the technical feasibility of the new route: cargo transported from Kashgar, China, passed through Kyrgyzstan and Uzbekistan, reached Turkmenistan, and was then delivered to Azerbaijan via the Caspian Sea, continuing along the Baku-Tbilisi-Kars railway toward Europe. Despite its evident geopolitical appeal, questions remain over the route’s long-term sustainability and commercial viability. The central question is whether this demonstration project can evolve into a regularly functioning transport corridor. A Third Alternative Between the Northern and Middle Corridors This multimodal route can be seen as a potential alternative to the two existing pathways: the northern route, China-Kazakhstan-Russia-Europe; and the Trans-Caspian International Transport Route (TITR), or Middle Corridor, which passes through Kazakhstan, the Caspian Sea, the South Caucasus, and Turkey. The growing geopolitical risks along the northern route since 2022, combined with capacity limitations on the Caspian segment of the TITR, have spurred interest in a third option, a so-called “southern belt” traversing Kyrgyzstan, Uzbekistan, and Turkmenistan. Each country along this route has its own strategic calculus. Uzbekistan is seeking to overcome its “double continental isolation” and elevate its role as Central Asia’s transit hub. Kyrgyzstan is aiming to monetize its geographic position between China and the Ferghana Valley. Turkmenistan is developing the port of Turkmenbashi as an alternative to the increasingly congested hubs of Aktau and Alat. China, meanwhile, continues to diversify its westward overland trade routes. The Uzbek Factor: Geoeconomics vs. Logistics From Tashkent's perspective, this corridor aligns with its long-term transport strategy. Analysts frequently cite Uzbekistan’s ambition to transition from a landlocked to a “land-linked” state with direct access to China, the Caspian Sea, and southern routes to the Indian Ocean. The new route offers Uzbekistan three strategic advantages: alternative access to China via Kyrgyzstan, enhanced status as a regional transit hub, and deeper transport cooperation with Turkmenistan, including potential joint development of the Turkmenbashi port. However, when shifting from geopolitical ambition to logistical execution, serious limitations emerge, many outside Uzbekistan’s control. Kyrgyzstan: A Bottleneck in the Chain Documents from the Central Asia Regional Economic Cooperation (CAREC) program highlight the continued challenges facing multimodal transport in the region, namely slow transit, poor modal integration, border delays, and outdated logistics technologies. Within this corridor, Kyrgyzstan remains the primary bottleneck. Approximately 82% of its foreign trade by weight is transported by road, making the route through this mountainous country highly seasonal, expensive, and unpredictable. According to the International Road Transport Union, Kyrgyzstan’s transport system faces severe constraints from alpine terrain, avalanches, and impassable mountain passes that render winter transport nearly impossible in many areas. It is therefore unsurprising that, following the pilot shipment, no major logistics operators committed to shifting regular cargo to this route. The Caspian Sea: Structural Constraints The Caspian Sea leg, anchored by Turkmenbashi port, presents another critical challenge. The limitations here are systemic rather than national. Key issues include insufficient...