• KZT/USD = 0.00220
  • TJS/USD = 0.10850
  • UZS/USD = 0.00008
  • TMT/USD = 0.29850
  • KZT/USD = 0.00220
  • TJS/USD = 0.10850
  • UZS/USD = 0.00008
  • TMT/USD = 0.29850
  • KZT/USD = 0.00220
  • TJS/USD = 0.10850
  • UZS/USD = 0.00008
  • TMT/USD = 0.29850
  • KZT/USD = 0.00220
  • TJS/USD = 0.10850
  • UZS/USD = 0.00008
  • TMT/USD = 0.29850
  • KZT/USD = 0.00220
  • TJS/USD = 0.10850
  • UZS/USD = 0.00008
  • TMT/USD = 0.29850
  • KZT/USD = 0.00220
  • TJS/USD = 0.10850
  • UZS/USD = 0.00008
  • TMT/USD = 0.29850
  • KZT/USD = 0.00220
  • TJS/USD = 0.10850
  • UZS/USD = 0.00008
  • TMT/USD = 0.29850
  • KZT/USD = 0.00220
  • TJS/USD = 0.10850
  • UZS/USD = 0.00008
  • TMT/USD = 0.29850
29 October 2026

Viewing results 1 - 6 of 28

Kazakhstan and China Plan Cross-Border Driverless Truck Trials

Driverless trucks could eventually carry freight between Kazakhstan and China, with the two countries planning to test them on international routes. The Kazakhstan Road Research Institute (KazdorNII) and Chinese technology company China TransInfo Group signed an agreement in Astana on October 16 to develop the trials and establish a joint center for autonomous transport. The partners plan to establish a testing ground and introduce systems that can weigh trucks while they are moving. They are also considering a joint center to coordinate transport operations and share data. KazdorNII will work to adapt the Chinese company's technologies to Kazakhstan's roads and technical requirements. At the NEW SILK WAY transport forum in Astana, China TransInfo Group signed a separate memorandum with Kazakhstan's Ministry of Transport on cooperation in autonomous vehicle technologies. Kazakhstan has already conducted a similar trial with Russia. In May 2026, two Russian-made KamAZ trucks traveled in opposite directions between Astana and Moscow, crossing the international border. However, only parts of the roughly 3,000-kilometer journey were completed autonomously. Kazakhstan and China also launched the Smart Customs project at the Bakhty–Pokitu border crossing in 2025, with plans to use driverless electric shuttles to transport cargo between the two countries. The new initiative envisages testing autonomous trucks on an international road route rather than limiting their operation to border infrastructure. Separately, Kazakhstan plans to begin producing Chinese SITRAK autonomous semi-trucks by 2028, as The Times of Central Asia previously reported.

Kazakhstan’s Warehouse Market Faces Mismatch Between Supply and Demand

Central Asia is seeking a larger role in trade between China and Europe by offering alternative shipping routes that bypass Russia. However, growing interest in transit has not been matched by balanced development of warehouse infrastructure. Some transport hubs face shortages of modern facilities, while others have vacant space. For international freight operators and retailers, this means additional costs. For investors, it raises the risk of financing warehouses that may struggle to attract tenants. These contradictions were discussed on October 15 in Almaty at the Central Asia Warehouse Summit 2026, organized by consulting firm IBC Global. The summit brought together industry representatives and investors. Research presented at the event showed a growing disconnect between warehouse construction and actual demand. Vacant Warehouses Exist, but Not Where They Are Needed According to IBC Global, the vacancy rate for modern warehouse space in Kazakhstan is about 5%. This gives tenants more options when choosing facilities and negotiating rents. However, the national figure masks significant differences between cities and types of warehouse space. Industry estimates put Astana's shortage of modern warehouse space at approximately 350,000–400,000 square meters. Separately, property consultancy Bright Rich reported that Almaty's warehouse vacancy rate had reached 13.3% in May 2026. These estimates come from different periods and surveys, and should not be treated as directly comparable. Class A warehouses are modern facilities with high ceilings, loading docks, security systems, and infrastructure designed to handle large volumes of goods. Kazakhstan's warehouse market is nevertheless expanding rapidly. According to an IBC Global ranking presented at the summit, the total area of Class A warehouses covered by its research increased by 39% over the past year to 730,000 square meters. More than half of that space, approximately 400,000 square meters, is controlled by the five largest property owners. Their facilities are concentrated mainly in Almaty and Almaty Region, Astana, and Shymkent. Developers Continue Building Despite Weaker Demand A survey of more than 100 warehouse market participants across four Central Asian countries revealed a gap between developers' plans and tenants' expectations. According to IBC Global, 81% of developers intend to launch new projects or complete facilities already under construction within the next twelve months. Yet 62% of developers surveyed identified weak tenant demand as the main obstacle to market development, while 52% cited the high cost and limited availability of financing. IBC Global's market sentiment index for Kazakhstan stood at 48.1 points in the third quarter of 2026, below the neutral threshold of 50. However, 52% of respondents expect supply and demand to move closer to equilibrium over the next year. The risks are particularly high for speculative developments launched without a tenant already under contract. Developers expect to secure customers after construction is completed, but by then business requirements and market rental rates may have changed. One alternative is the build-to-suit model, in which a facility is constructed to meet the requirements of a specific tenant. Its location, size, equipment, and operating conditions are agreed upon in advance. This reduces vacancy risk for...

Allied Biofuels Details Export Routes for Planned $6.1 Billion Uzbekistan SAF Project

Allied Biofuels has disclosed planned export routes that would carry sustainable aviation fuel from its proposed facility in Uzbekistan to customers in Europe and the United Arab Emirates via rail and sea corridors crossing Kazakhstan, the Caspian Sea, the Black Sea, and the Suez Canal. The routes are set out in a logistics agreement with Latvia-based Pro Logistic Services that was signed during the 5th Tashkent International Investment Forum in June and announced on July 20. It covers the future transport of sustainable aviation fuel (SAF) and electro-synthetic sustainable aviation fuel (e-SAF), rather than immediate exports. The production facility has not yet been built, and Allied Biofuels has said commercial fuel supplies are expected to begin in 2030. Under the agreement, Pro Logistic Services will design and implement a multimodal transport network covering dedicated rail tank cars, port handling, freight forwarding, and marine shipping. The company would coordinate delivery from the project site in Uzbekistan to customers in Europe, the UAE, and other markets. The logistics partnership forms part of Allied Biofuels’ planned $6.08 billion renewable energy and sustainable fuel project in Uzbekistan’s Khorezm region. The development is backed by a project implementation agreement with the regional authorities and has received special economic zone status under a presidential decree. The planned complex would combine biomass processing, refining, green hydrogen, and power-to-liquid technologies. Allied Biofuels says it would produce about 160,400 tonnes of SAF, 257,000 tonnes of e-SAF, and 5,040 tonnes of green diesel annually. A proposed 4.45-gigawatt renewable energy system, supported by battery storage and hydrogen infrastructure, would supply the project. In June, Allied Biofuels signed an engineering agreement with Sinopec Engineering Group covering front-end and detailed design, systems integration, and cost development. The logistics program is expected to proceed alongside engineering, production planning, financing, and negotiations with potential fuel buyers. Uzbekistan Airports and Allied Biofuels also signed a memorandum of understanding in May on future SAF and e-SAF supplies. The May announcement said cooperation would begin in 2030. Allied Biofuels’ latest statement describes the memorandum as binding and says it covers annual purchases of 117,000 tonnes. For shipments to the UAE, fuel would travel by rail from Miskin Station through the Trans-Caspian International Transport Route. The proposed journey would cross Kazakhstan and the Caspian Sea before reaching the Georgian Black Sea ports of Poti or Batumi. The cargo would then be transferred to tankers and shipped through the Black Sea, the Mediterranean, and the Suez Canal to Fujairah and other UAE ports. European exports would use a separate corridor. Fuel would travel by rail from Miskin Station to the Port of Riga in Latvia, before continuing by sea to Hamburg and other European ports. The plan reflects Uzbekistan’s wider effort to improve rail links and secure more reliable access to distant seaports. Pro Logistic Services says it has direct forwarding agreements with the national railway operators of Uzbekistan, Kazakhstan, Latvia, Turkmenistan, and Lithuania. Headquartered in Riga, the company operates more than 4,000 freight wagons and maintains a presence in...

Opinion: The Southern Dimension of the Middle Corridor – Afghanistan’s Role in Eurasia’s New Logistics Landscape

Afghanistan’s integration into the Trans-Caspian International Transport Route (TITR) is extending beyond local logistics and evolving into one of Eurasia’s key geo-economic projects. Amid the global transformation of supply chains, Central Asia has an opportunity to move beyond its role as a transit periphery and become an active participant in shaping new economic corridors, creating a full-fledged “southern dimension” of Eurasian connectivity. Two Routes: Strategic and Operational Two main directions for Afghanistan’s integration into the Eurasian transport system are currently under discussion, each reflecting a distinct development logic: strategic and pragmatic. The “Eastern Branch” (Termez-Mazar-i-Sharif-Kabul-Peshawar) is traditionally viewed as the primary trans-Afghan route. Its key advantage is direct access to the ports of Karachi and Gwadar, providing the shortest connection between Central Asia and the Indian Ocean. At the same time, geography makes the project highly complex. The route passes through the central and eastern regions of Afghanistan, including the Hindu Kush mountain range, where long tunnels and bridges would be required. This would sharply increase construction and maintenance costs, extend implementation timelines, and heighten security and infrastructure risks. According to available estimates, the project could cost around $5 billion and handle 15-20 million tons of cargo annually. However, the lengthy investment cycle and dependence on political stability mean implementation remains a long-term prospect. The “Western Branch” (Turgundi-Herat-Kandahar-Spin Boldak) represents an alternative logistics corridor based on more favorable geography. Western Afghanistan is characterized by predominantly flat, semi-arid terrain, reducing the need for complex engineering structures and allowing the project to be implemented in phases. This significantly lowers capital costs, shortens construction timelines, and reduces infrastructure risks. The western route’s initial capacity is estimated at 7-10 million tons of cargo annually, making it the more realistic option for medium-term planning. An additional advantage is its geo-economic flexibility. Via Herat, the route could be integrated not only southward through Pakistan, but also westward through Iran, providing access to Persian Gulf ports. This would transform it into a multi-directional corridor capable of serving several logistics flows simultaneously. The Eastern Branch, therefore, remains the strategic option offering the shortest route to the ocean but requiring substantial investment and time. The Western Branch, meanwhile, presents a more pragmatic solution: faster to implement and more flexible from a geo-economic standpoint. The Role of Turkmenistan and Kazakhstan in the “Western Maneuver” The implementation of the western trans-Afghan corridor depends on close coordination between two key regional players, Kazakhstan and Turkmenistan, which form the northern foundation of the future route by providing access to the Caspian Sea and, beyond it, global markets. Astana and Ashgabat are effectively creating a new geo-economic framework that could transform Central Asia from an isolated region into a strategic crossroads linking the Caspian Sea with the Indian Ocean. In 2026, Kazakhstan moved toward deeper institutionalization of the initiative, making the route through Herat and Kandahar a government priority. Astana’s strategy is multifaceted. In addition to establishing a permanent interdepartmental commission, Kazakhstan is actively seeking to attract international operators such as the Emirati AD...

Kazakhstan Boosts Container Train Traffic Along Middle Corridor

In the first quarter of 2026 Kazakhstan recorded a significant increase in container train traffic along the Trans-Caspian International Transport Route (TITR), also known as the Middle Corridor, underscoring the country’s growing role in Eurasian logistics. One hundred and twenty-five container trains transited through Kazakhstan via the TITR, marking a 34.4% increase compared to the same period in 2025. The growth was largely driven by a new logistics approach introduced by national railway operator Kazakhstan Temir Zholy (KTZ) aimed at accelerating container transportation. Since January 2026, KTZ has implemented a synchronized model for forming container trains that aligns rail and maritime transport schedules. This system enables container trains to be assembled directly for shiploads, eliminating the need for additional cargo accumulation and significantly reducing handling times. The new model has already been applied to 28 container trains bound for key logistics hubs, including: Absheron, Azerbaijan; Poti and Tbilisi, Georgia; and Mersin and Izmit, Turkey. The TITR is a multimodal corridor linking China and Europe through Central Asia and the South Caucasus, providing an alternative to routes that pass through Russia. The geography of cargo origins has also broadened. While the Chinese city of Xi’an accounted for roughly 50% of all shipments in 2025, additional industrial centers have now joined the route, including Zhengzhou, Yiwu, Hefei, Wuhan, Tianjin, Shenzhen, and Guangzhou. This diversification is expected to further strengthen the corridor’s resilience and capacity. KTZ plans to scale up the synchronized transportation model throughout 2026, enhancing the efficiency and competitiveness of the TITR. As previously reported by The Times of Central Asia, freight volumes transported along the Middle Corridor through Kazakhstan have grown more than fivefold over the past seven years, increasing from 0.8 million tons to 4.5 million tons annually. Container transportation has emerged as one of the fastest-growing segments of the route. In 2025, approximately 77,000 TEUs were transported along the TITR, and Kazakhstan aims to increase this figure to 300,000 TEUs by 2029, reflecting its ambition to position the corridor as a key artery for Eurasian trade.

Ukrainian Deputy Foreign Minister: Astana and Kyiv Seeking to Restore Trade

Ukrainian Deputy Foreign Minister, Olexandr Mishchenko, discussed prospects for trade and economic cooperation, including the possible resumption of the Intergovernmental Commission on Trade and Economic Cooperation, during a meeting on April 2 with Serik Zhumangarin, Kazakhstan’s Deputy Prime Minister and Minister of the National Economy. In comments to The Times of Central Asia, the Ukrainian Foreign Ministry representative said Astana and Kyiv are aiming to restore bilateral trade. Trade between Kazakhstan and Ukraine reached approximately $5.5 billion annually before the war but has since declined sharply. However, according to Kazakh data, the situation has begun to improve. The Ministry of National Economy reported that trade turnover between the two countries totaled $415.8 million in 2025, up 5.4% from $394.3 million in 2024. Kazakhstan’s main exports to Ukraine include ferroalloys, fertilizers, and rice, while imports from Ukraine consist of chocolate and other cocoa products, flour and confectionery, medicines, cheese, and cottage cheese. [caption id="attachment_46523" align="aligncenter" width="960"] Image: Ukrainian Embassy in Kazakhstan[/caption] Astana and Kyiv also intend to expand the range of goods traded. During interdepartmental consultations held in Astana, the sides discussed trade, investment, agriculture, logistics, and humanitarian cooperation, with a focus on export diversification. They agreed to intensify business contacts, consider resuming the Intergovernmental Commission, and expand cooperation in priority sectors, particularly the agro-industrial complex. Mishchenko said the countries also plan to strengthen cooperation in the energy sector and restore logistics chains. Until 2022, Ukraine provided key transit routes for Kazakh exports to Europe. Before 2022, a significant share of Kazakhstan’s westbound trade relied on routes passing through or near Ukrainian infrastructure. The war disrupted those pathways and forced a broader regional shift toward alternative corridors, including routes across the Caspian and South Caucasus, which remain longer, more complex, and often more expensive. “Territorial integrity remains the cornerstone of our cooperation. We are deeply grateful to Kazakhstan for its humanitarian aid: more than 600 tons were collected, particularly during the winter. This support was critical to Ukraine’s resilience,” Mishchenko said. The visit marked the first trip by a senior Ukrainian government representative to Kazakhstan in recent years. A large delegation of Ukrainian entrepreneurs accompanied Mishchenko, seeking to re-establish business ties with Kazakh partners. “Ukraine is already looking toward the post-war future, and concrete proposals for cooperation, including in energy, are being developed through bilateral engagement with Kazakhstan,” Mishchenko told The Times of Central Asia. “Kazakhstan’s energy resources create opportunities for mutually beneficial cooperation, including potential integration into Ukrainian markets.” Mishchenko noted that a Ukrainian business mission, the first in many years, visited Kazakhstan, including the Pavlodar Region, a major industrial hub with significant heavy industry and energy capacity. “This creates real demand for modernization, engineering solutions, and equipment supplies,” he said. The delegation held meetings with government officials, financial institutions, and business representatives, alongside regional visits aimed at launching joint projects. In Astana, talks were held with the leadership of Baiterek National Management Holding. Ukrainian entrepreneurs also visited the Astana International Financial Centre and the city administration, where they were briefed...