Old Projects Now Part of Kyrgyzstan’s Near Future
Two projects that successive governments in Kyrgyzstan over the course of more than three decades have promoted as key to the country’s long-term success appear to finally be making progress. The idea for the China-Kyrgyzstan-Uzbekistan (CKU) railway dates back to the early days of Kyrgyzstan’s independence, and plans for construction of the massive Kambar-Ata-1 hydropower plant (HPP) go back even further, to the Soviet-era. After all these years, these aspirations that have almost faded into dreams are set to be realized. All Aboard On December 27, Kyrgyz President Sadyr Japarov took part in a ceremony near the southern city of Jalal-Abad to launch construction of Kyrgyzstan’s section of the CKU railway. The idea of a trans-Asian railway that would run from China into Kyrgyzstan and on to points further west goes back to the first meeting on Central Asian presidents in December 1991 in Ashgabat, Turkmenistan. It was a lofty ambition from five leaders whose countries had been independent for barely three months, but then-Kyrgyz President Askar Akayev followed up on the proposal, discussing the railway project with Chinese leaders when he visited Beijing in May 1992. That was more than one year before the first road border crossing opened between the two countries. By the end of the 1990s, the scope of the project had narrowed to a railway connecting China, Kyrgyzstan, and Uzbekistan, though it was often vaguely mentioned the line could be part of a longer railway connecting China to Europe through Central Asia. The topic of the CKU railway was always part of the agenda for every Kyrgyz president whenever they met with Chinese leaders. In June 2001, then-Kyrgyz transport and communications minister Kubanychbek Jumaliyev announced his country would sign an inter-governmental agreement with China and Uzbekistan on construction of the railway. At that time, Jumaliyev said some 250 kilometers of the line would pass through Kyrgyzstan and the cost of construction of the whole line would be about $2.3 billion. According to the latest plans for the route, CKU railway will be 486 kilometers, from Kashgar in China’s western Xinjiang Uyghur Autonomous Region to Torugart on the Kyrgyz-China border, then through the Kyrgyz cities of Makmal and Jalal-Abad to Andijon in Uzbekistan. The distance is not great, but the mountainous landscape of Kyrgyzstan through which the route will pass presents some formidable challenges. The 312 kilometers that will run through Kyrgyzstan requires construction of 81 bridges and 41 tunnels that will account for some 120 kilometers of the 312-kilometer Kyrgyz section of the railway. According to some sources, including Akylbek Japarov, who until December 16 was chairman of Kyrgyzstan’s Cabinet of Ministers, the estimated cost of building the entire railway is now put at some $8 billion. Cash-strapped Kyrgyzstan is expected to pay some $4.7 billion of that, and has already agreed to accept a Chinese loan of some $2.35 billion. The advantages for Kyrgyzstan will not come quickly, but they should come eventually. Simply being better connected to markets in Europe and China...
