Connectivity - The Times Of Central Asia

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Starlink

From the Steppe to Space: Kazakhstan Tests First Direct-to-Cell Phone Call

In a remote part of Kazakhstan, a standard 4G smartphone has made Central Asia’s first satellite-linked phone call, thanks to a field test by Beeline Kazakhstan and SpaceX’s Starlink network. The trial successfully routed a WhatsApp voice call and text messages through Starlink Direct-to-Cell satellites, demonstrating that ordinary phones can stay connected even where traditional mobile coverage ends. The demonstration was carried out in Kazakhstan’s Akmolinskaya region and confirmed the interoperability between Starlink’s satellites and Beeline’s terrestrial network. During the test, Beeline Kazakhstan CEO Evgeniy Nastradin and Kazakhstan’s Deputy Prime Minister Zhaslan Madiyev placed a WhatsApp audio call via Starlink to VEON Group CEO Kaan Terzioglu using a regular smartphone and SIM card. They also exchanged SMS and WhatsApp messages, effectively merging satellite links with the country’s mobile infrastructure for the first time. Kazakhstan has vast stretches of steppe and mountains where cell towers are sparse. Officials involved in the project say satellite-enabled connectivity offers a vital new layer of coverage for these remote regions. “Starlink’s Direct-to-Cell satellites make it possible to stay connected in places where traditional infrastructure is unavailable: in the mountains, the steppe, forests, and across long distances,” Madiyev noted, calling the technology “more than just a convenience – it is an important safety measure [that will ensure people] can stay connected in any part of the country.” Madiyev added that the ability to send a message from a dead zone without any special equipment “has the potential to save lives” in emergencies. Beeline Kazakhstan’s leadership similarly emphasized the significance of the milestone. By blending Starlink’s space-based relays with Beeline’s ground towers, customers will be able to stay connected anywhere in Kazakhstan. The initiative has government support and is backed by Kazakhstan’s Ministry of Artificial Intelligence and Digital Development as part of a push to improve nationwide connectivity. Starlink Direct-to-Cell is a new capability of SpaceX’s Starlink satellite internet constellation that effectively turns satellites into cell towers in space. The satellites carry special cellular antennas (eNodeB modems) and link with ground networks via laser backhaul, allowing a phone to connect to the satellite as if roaming on a normal network. Crucially, this works with existing phones without requiring any new hardware or apps. The technology aims to eliminate mobile dead zones, as over 50% of the world’s land area still lacks cellular coverage. The Kazakhstan trial is part of a broader wave of satellite-cellular convergence. In November, Ukraine became the first country in Europe to launch Starlink’s direct-to-phone service, with VEON’s subsidiary Kyivstar initially offering satellite-powered text messaging to keep people connected during wartime blackouts and disaster situations. Voice calling and data services are expected to follow next year, underscoring the technology’s value for resilience when traditional infrastructure is disrupted. Following this week’s successful test, Beeline Kazakhstan plans to roll out Starlink Direct-to-Cell connectivity for its own customers, beginning with SMS text services in 2026, pending regulatory approval. Data connectivity would come next, expanding to full-service coverage in phases. Beeline serves over eleven million mobile subscribers in...

Central Asia-U.S. Summit

Deals, Not Declarations: U.S.–Central Asia Cooperation at Summit Crossroads

A landmark summit between the United States and the five Central Asian republics is scheduled for November 6 in Washington, D.C., bringing together the presidents of Kazakhstan, Kyrgyzstan, Tajikistan, Turkmenistan, and Uzbekistan. It will be the second leaders-level C5+1 meeting with a U.S. president—the first took place on the sidelines of the UN General Assembly in 2023—and the first time the format is hosted in the U.S. capital. The gathering also marks the 10th anniversary of the C5+1 diplomatic platform that connects Central Asia with Washington. The summit comes at a pivotal moment geopolitically; Russia remains consumed by its war in Ukraine, whilst China continues to expand its Belt and Road footprint across Eurasia. As the region’s strategic importance grows, both the United States and the Central Asian states see an opportunity to recalibrate their relationships, each approaching the meeting with distinct priorities and expectations. Washington’s Agenda: Critical Minerals and Connectivity For the United States, this summit is about converting diplomatic engagement into tangible deliverables. Officials want to see results in three main areas: critical minerals, regional connectivity, and security coordination. Congress and the administration view the region’s reserves of antimony, tungsten, uranium, and rare earth elements as essential to securing U.S. supply chains. During his October 2025 visit to Kazakhstan and Uzbekistan, Deputy Secretary of State Christopher Landau emphasized expanding cooperation on critical minerals and trade diversification. The Trump administration has prioritized these resources as part of a broader effort to reduce dependence on China. Trade routes are also in focus. The U.S. supports the Middle Corridor, a trans-Caspian route that links Central Asia with the South Caucasus and Europe. Infrastructure investments that bypass Russia are strategically important, and Washington wants to help harmonize customs and logistics to make that corridor more viable. These priorities form part of a wider push to anchor the region in transparent, market-based supply chains that connect Central Asia more directly with Western markets. Kazakhstan: Trade Normalization and Resource Investment Central Asia’s largest economy, Kazakhstan is expected to push for permanent normal trade relations with the U.S. The country still faces Cold War-era restrictions under the Jackson-Vanik amendment – as do Tajikistan, Turkmenistan, and Uzbekistan - with Astana long having viewed its repeal as a key milestone. That push has taken on new importance after Washington imposed a 25% tariff on Kazakh imports in mid-2025 - though Kazakh exports were exempted shortly thereafter - a move viewed by officials in Astana as inconsistent with efforts to expand economic cooperation. Kazakhstan is also looking to the U.S. for support in developing its mineral wealth. President Kassym-Jomart Tokayev’s government is actively mapping new rare earth deposits, and Washington has recently backed a private American bid to reopen Kazakhstan’s long-idle tungsten mine at Upper Kairakty, underscoring growing U.S. interest in Central Asia’s critical minerals sector. The two sides are also expanding industrial ties: in September 2025, Astana signed a $4.2 billion deal with U.S. rail manufacturer Wabtec to modernize Kazakhstan’s locomotive fleet and develop regional transport corridors...

Middle Powers

Which Central Asian States Qualify as Middle Powers in 2025?

As global power shifts toward multipolarity, Central Asia’s states are emerging as active regional players. This article assesses which of the five republics—Kazakhstan, Uzbekistan, Turkmenistan, Kyrgyzstan, and Tajikistan—qualify as middle powers in 2025, based on economic strength, diplomatic reach, strategic capacity, and governance. Kazakhstan stands as the region’s only consolidated middle power, balancing fiscal stability, institutional reform, and multi-vector diplomacy. Uzbekistan is a rising aspirant, propelled by reforms but still reliant on external financing and centralized authority. The remaining states remain constrained by dependence and limited institutional depth. Together, they reflect a region increasingly capable of shaping, rather than merely absorbing, global and regional change. A comparative analysis of five Central Asian republics shows how far each has advanced toward this status. 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This article assesses which of the five republics—Kazakhstan, Uzbekistan, Turkmenistan, Kyrgyzstan, and Tajikistan—qualify as middle powers in 2025, based on economic strength, diplomatic reach, strategic capacity, and governance. Kazakhstan stands as the region’s only consolidated middle power, balancing fiscal stability, institutional reform, and multi-vector diplomacy. Uzbekistan is a rising aspirant, propelled by reforms but still reliant on external financing and centralized authority. The remaining states remain constrained by dependence and limited institutional depth. Together, they reflect a region increasingly capable of shaping, rather than merely absorbing, global and regional change. A comparative analysis of five Central Asian republics shows how far each has advanced toward this status. Economic Power Economic autonomy is a defining attribute of middle-power capability, enabling states to project influence, sustain policy independence, and finance external engagement. In Central Asia, dependence on Official Development Assistance (ODA) and remittances often reflects constrained fiscal capacity and limited domestic capital formation, while diversified, resilient economies underpin strategic autonomy. Key indicators—GDP per capita, credit ratings, debt sustainability, and export diversification—illuminate the region’s economic hierarchy. Kazakhstan stands as Central Asia’s only consolidated economic middle power. Resource-backed growth, a prudent fiscal regime, and a sovereign wealth fund (the National Fund of Kazakhstan) have anchored macroeconomic stability. With a “BBB” credit rating or equivalent from major agencies, Kazakhstan demonstrates sound debt management and policy credibility. Ongoing diversification efforts under the new economic policies—from renewables to financial modernization—aim to reduce hydrocarbon dependence and deepen integration into global supply chains. Its role as a trans-Caspian logistics hub enhances both strategic and commercial influence. Uzbekistan, by contrast, is an emerging frontier market propelled by post-2017 reforms in currency liberalization, taxation, and state-enterprise restructuring. Rapid GDP growth and expanding private-sector activity mark its trajectory toward fiscal autonomy, though continued ODA inflows averaging around $1.1 billion to 1.3 billion annually, primarily from the Asian Development Bank (ADB), the World Bank, and bilateral partners such as Japan, the United States, and the European Union, highlight its residual dependence on external concessional financing. To achieve genuine middle power status, Uzbekistan must roughly double its real economic output over the next decade, a scale of growth aligned with the shift...

Railways

Central Asia’s Rail Corridors: U.S. and Chinese Partnerships in Perspective

Kazakhstan’s railways are modernizing with a U.S. supplier, while Kyrgyzstan and Uzbekistan are advancing a new trans‑mountain link with China. On September 22, 2025, Wabtec and KTZ announced a multi‑year locomotive and services package worth about $4.2 billion, described by the company as its “largest” agreement. In parallel, China, Kyrgyzstan, and Uzbekistan formalized a joint company to build the long-planned CKU railway, with China holding a 51% stake. Central Asia’s rail networks are thus being reshaped by two major partnerships - one with the United States and one with China. Rather than a zero-sum rivalry, these projects show how regional governments are pursuing different infrastructure strategies to expand connectivity. Kazakhstan and Wabtec: Modernizing an Existing Network In September 2025, Kazakhstan’s railway operator KTZ signed a $4.2 billion agreement with U.S.-based Wabtec for 300 Evolution Series ES44ACi locomotives. The diesel-electric engines are tailored for Kazakhstan’s 1,520 mm gauge network and harsh climate, replacing aging Soviet-era stock. Wabtec finalized full ownership of the Astana locomotive plant in late 2023; production and services for 1,520-mm stock are now fully under Wabtec’s Kazakhstan subsidiary. Local manufacturing and long-term service contracts are expected to expand domestic engineering capacity. The locomotives’ digital diagnostic systems should improve fuel efficiency and maintenance intervals. According to the official Wabtec press release, the agreement “strengthens KTZ’s role as a critical and reliable hub for the Middle Corridor,” while KTZ CEO Talgat Aldybergenov said it “confirms our commitment to advanced technologies in the transport sector”. Rail accounts for about 64% of Kazakhstan’s freight turnover (2024), so locomotive performance directly affects Middle Corridor throughput. Financing details have not been disclosed, but the purchase appears to be domestically funded through KTZ and state support. For Astana, the order fits its multi-vector foreign-policy approach: Kazakhstan continues its partnerships with France’s Alstom, China’s CRRC, and Russia, maintaining balance across suppliers. While the locomotives are diesel, Kazakhstan is also electrifying key lines with European partners. Diesels provide an immediate boost without new catenary investment, and Wabtec claims lower emissions than previous models. Over time, expanded electrification could complement this upgrade. Overall, the Wabtec partnership represents incremental modernization. This is an interoperability-based approach that strengthens existing routes rather than building new corridors from scratch. [caption id="attachment_37655" align="aligncenter" width="950"] Image: trains.com - One of Kazakhstan’s modern Evolution Series diesel locomotives (model TE33A) produced through a partnership with U.S. firm Wabtec. Kazakhstan’s railways carry about 64% of the country’s freight, making such upgrades crucial for trade connectivity.[/caption] The China–Kyrgyzstan–Uzbekistan (CKU) Railway: Building a New Corridor After nearly three decades of discussion, China, Kyrgyzstan, and Uzbekistan launched construction of the CKU railway in late 2024. The 523 km line will run from Kashgar (Xinjiang) through the Kyrgyz mountain ranges to Andijan, Uzbekistan. It will provide a second direct China–Central Asia connection, bypassing reliance on Kazakhstan’s network. The CKU is designed with dual gauges: standard (1,435 mm) in China and broad (1,520 mm) in Kyrgyzstan and Uzbekistan, with a dry-port transshipment hub in Makmal, Kyrgyzstan. This compromise allows integration with existing Central...

Transport and Logistics

Opinion: Bridging Histories, Building Futures – Central Asia, Pakistan, and the Dream of a Railway

On 5 September 2025, the Times of Central Asia published an article titled “Trans-Afghan Railway: Can Uzbekistan Build a Railway Through Afghanistan to Reach the Sea?” Reading it stirred something deep within me. The piece was not just about steel tracks or trade corridors - it was about dreams, history, and the future of a region I have long been passionate about: Central Asia. I am not a political analyst; I am an engineer by training and a student of history by passion. Having worked in Afghanistan and witnessed the landscape of its geography and politics up close, I feel a personal connection to the idea of connectivity between Pakistan and Central Asia by rail. This is not just a policy debate for me - it is a lifelong vision tied to my family history, my professional journey, and my fascination with the region’s rich past. When the Soviet Union withdrew its last troops from Afghanistan on 15 February 1989, ending its long and bloody war, the region entered a new and uncertain chapter. That very moment coincided with the beginning of my own career. Just two months earlier, I had started my first job as a Junior Engineer. For me, the Soviet withdrawal was not only a historical milestone; it was also a symbolic reminder of how deeply Afghanistan and its neighbors were tied to global currents of power, conflict, and change. Standing at the threshold of my professional life, I wondered how this region - so often defined by wars - might instead be remembered for bridges, trade, and railways. My fascination with Central Asia is also deeply personal. From my mother’s side, my family traces its lineage back to Bukhara. This explains why many families in Pakistan carry the name Bukhari, as their ancestors once migrated southward from that historic Central Asian city. History was not abstract for me - it lived in the stories of my elders and in the books I devoured as a student. In my school years, I read the Baburnama twice. These memoirs of Zahīr ud-Dīn Muhammad Bābur, the founder of the Mughal Empire, fascinated me. Born in Andijan in the Ferghana Valley (modern-day Uzbekistan), Babur’s life was a reminder of how Central Asia and South Asia have always been linked - through migration, culture, politics, and ambition. In 1992, I made my first trip to Tashkent. The journey was more than a visit; it was a pilgrimage to the heart of a region I had admired from afar. That first encounter left an indelible mark on me, and more than three decades later, my passion for Central Asia remains unending. Long before modern projects and international agreements, history itself carved the routes of connectivity. The Khyber Pass, lying between present-day Pakistan and Afghanistan, has for centuries served as a gateway between Central and South Asia. Caravans laden with silk, spices, and stories once passed through its rugged cliffs. Empires - from the Mughals to the British - understood its importance. And...

China-Kyrgyzstan-Uzbekistan Railway

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....