Middle Corridor - 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...

Infrastructure finance

Opinion: Central Asia’s Shift from Silk Road Romance to Infrastructure Finance – What the June Forums Are Building

In mid-June, Tashkent and Baku will host two major international finance gatherings within the same regional window: the fifth Tashkent International Investment Forum in Uzbekistan, and the Islamic Development Bank Group’s 2026 Annual Meetings in Azerbaijan. The overlap in timing is useful less as a calendar coincidence than as a signal of how infrastructure, finance, and regional integration are now being discussed together. In Tashkent, the fifth Tashkent International Investment Forum opens under the theme “Investment Resilience: New Frontiers, New Partnerships.” In Baku, the Islamic Development Bank Group will convene delegates from its 57 member countries under the theme “Regional Integration for Sustainable Prosperity.” Add the Astana International Financial Centre’s increasingly active forum calendar, a new cross-border Islamic finance alliance signed in May among regional industry associations, and a stream of connectivity and green investment pledges from recent regional summits, and the wider region looks increasingly focused on turning connectivity talk into investment structures. The more important question is not how much money is being discussed, but what kinds of projects are becoming investable. One answer keeps surfacing: a multi-thousand-kilometer trade route that carries goods from China across Kazakhstan, over the Caspian Sea to Azerbaijan, and onward through Georgia and Türkiye to Europe. The Middle Corridor, formally known as the Trans-Caspian International Transport Route, runs through many of the investment pitches now being made across the region. The forums show how infrastructure, finance, and regional connectivity are increasingly being discussed together. The corridor is one of the clearest tests of whether that agenda can move from conference language into bankable projects. For most of the past century, the world categorized this region under two headings. One is heritage: the caravanserais and blue domes of the old Silk Road. The other is hydrocarbons: the oil and gas beneath the Caspian basin. Both cast the region as a place value came out of or once passed through. The corridor proposes something more ambitious: that value should pass through again, but this time on terms shaped by the region itself. The shift is from selling what lies underground to earning from where the region sits on the map. Freight volumes on the Middle Corridor have risen roughly fivefold over recent years, while transit times have been cut from about a month to roughly two weeks as border procedures and port operations improved. The World Bank’s benchmark study sets out the goal of tripling freight volumes and halving travel time by 2030, and regional projections now point to annual throughput of around ten million tons or more by the end of the decade. For landlocked economies long dependent on a single route to world markets, a second viable artery is less a convenience than a form of strategic insurance. But turning a route on a map into a working corridor requires serious capital. It requires expanded port capacity on the Caspian, additional vessels and ferries, rail upgrades, terminal infrastructure, and the less visible digital and customs systems that allow cargo to clear multiple borders...

AMM 2026

Kazakhstan Seeks More Than Extraction as U.S. Minerals Interest Grows

Kazakhstan is using renewed U.S. interest in critical minerals to push a larger industrial goal: moving beyond raw-material exports and into processing, technology transfer, and higher-value manufacturing. That ambition was on display in Astana this week across two closely linked but distinct events. The C5+1 Critical Minerals Dialogue, held on June 10, brought together representatives of the five Central Asian states and the United States for a diplomatic discussion on supply-chain cooperation. The following day, the 16th International Mining and Metallurgy Congress and Exhibition, Astana Mining & Metallurgy (AMM) 2026 opened as an industry forum for mining companies, investors, technology providers, and government officials. The proximity was deliberate; the purposes were different. For Kazakhstan, the issue is not only foreign demand. It wants critical minerals to support a wider industrial strategy, including domestic processing, engineering capacity, and new manufacturing clusters. June 10: The C5+1 Diplomatic Track The C5+1 dialogue brought together representatives of Kazakhstan, Kyrgyzstan, Tajikistan, Turkmenistan, Uzbekistan, and the United States. Its agenda covered geological exploration, surveying and mapping, mining and processing, logistics, and global value and supply chains. Kazakhstan’s Minister of Industry and Construction, Yersayin Nagaspayev, used the dialogue to present critical minerals as part of the country’s industrial policy rather than simply as an export opportunity. U.S. Special Envoy for South and Central Asian Affairs Sergio Gor represented Washington at the meeting. “Kazakhstan is interested not only in exporting raw materials, but also in developing joint production facilities, technology transfer, workforce training, and scientific cooperation,” Nagaspayev said. That point is central to Astana’s pitch. Kazakhstan has long been a major mining state, but the government is increasingly presenting critical minerals as a way to change the structure of the economy. Nagaspayev said the country has more than 9,500 mineral deposits, including more than 100 that contain rare and rare-earth metals. Kazakhstan holds significant deposits of tungsten and molybdenum and has the potential to establish a domestic raw-material base for tantalum and niobium production. It also has reserves of lithium and beryllium, which are important for advanced manufacturing, electronics, aerospace, energy storage, and defense-related industries. Kazakhstan has proven reserves or active production of roughly half of the 54 minerals identified as critical by the United States, according to Al-Farabi Ydyryshev, director general of the National Center for Technological Forecasting under the Industrial Committee. Ydyryshev said Kazakhstan already has extraction and processing capacity for materials used in aerospace, electronics, energy, and defense industries, including beryllium, tantalum, niobium, titanium, and rhenium. The question is whether those capabilities can be expanded into higher-value production. Washington’s interest in Central Asia has grown as critical minerals have become a larger part of economic security policy. China remains dominant in the production and processing of many minerals needed for batteries, semiconductors, renewable energy, digital infrastructure, and advanced defense systems. Speaking at the June 10 meeting, Gor linked the minerals agenda to the need for diversification. “Our economic security depends on our ability to diversify our access to critical minerals,” Gor said. “Ensuring reliable access...

Digital Transformation

Interview: Kazakhstan Turns to AI and Digital Platforms to Speed Eurasian Transit

Kazakhstan is moving more of its transit system online as it tries to reduce border delays, track freight earlier, and strengthen its position on routes linking China, Central Asia, the Caspian, and Europe. Officials and industry participants say such tools could shorten processing times and reduce delays across transport corridors. These and other issues were discussed during a thematic session on “Digital Solutions in Transport and Logistics” at the Fifth Eurasian Economic Forum in Astana in late May. Kazakhstan’s practical experience in digitizing transport and logistics was presented by Deputy Minister of Transport Damir Kozhakhmetov, who also spoke with The Times of Central Asia about the country’s key priorities in transforming the sector. Key Areas of Transformation Situated at the crossroads of major international transport corridors, Kazakhstan is prioritizing seamless logistics, electronic document management, and intelligent monitoring systems. According to Kozhakhmetov, the goal is to simplify transit procedures and accelerate cargo processing through the introduction of unified electronic standards and integration with international platforms. “We connect major transit routes and serve as a link providing services along alternative transport corridors,” Kozhakhmetov told The Times of Central Asia. “Our current priority is to ensure that countries across the region continue working together to simplify electronic document exchange and harmonize digital procedures.” Practical Cases and Measurable Results One of Kazakhstan’s most successful initiatives has been the integration of its railway freight systems with major Chinese logistics platforms serving the Middle Corridor. “This allows us to see the composition of cargo shipments three to five days before they arrive at the border and complete transit declarations in advance,” Kozhakhmetov said. “As a result, processing times at key railway stations have been reduced to as little as 30 minutes. Similar integration has already been implemented with the electronic railway platforms of Azerbaijan and Georgia.” He noted that similar projects are being introduced across other transport sectors, including the electronic exchanges of international transport permits, paperless processing of cargo documentation, and the implementation of e-Freight systems for air cargo operations. Kazakhstan is also participating in the development of the Digital Trade Corridor, a global multimodal platform designed to simplify, automate, and accelerate transit and logistics operations. Other initiatives include the introduction of the electronic international consignment note, e-CMR, and the Smart Cargo single-window logistics platform, which integrates customs and logistics services. “We pay close attention to the development of digital infrastructure in every mode of transport,” Kozhakhmetov said. “These efforts cover four main areas: roads, road transport, aviation, and railways.” Digital Roads and AI Monitoring In the road sector, Kazakhstan is developing the e-Joldar system, a unified platform designed to monitor the lifecycle of the country’s road network. The system combines road inventories, technical assessments, laboratory testing, and lifecycle management tools, enabling more effective allocation of infrastructure funding. “We can now see when a road was repaired, when the next maintenance cycle is scheduled, and when future rehabilitation work should be carried out,” Kozhakhmetov explained. According to the Ministry of Transport, Kazakhstan’s public road network...

Middle Corridor

Kazakhstan Eyes Cyprus as Middle Corridor Link to Mediterranean

Kazakh President Kassym-Jomart Tokayev has invited Cyprus to participate in the development of the Trans-Caspian International Transport Route, seeking to strengthen trade links between Central Asia and the Mediterranean through one of Eurasia’s fastest-growing trade routes. The proposal was made during talks with Cypriot President Nikos Christodoulides, who paid an official visit to Kazakhstan. The TITR, also known as the Middle Corridor, connects China and Europe through Kazakhstan, the Caspian Sea, the South Caucasus, and Turkey. The route is approximately 3,000 kilometers shorter than the traditional northern route through Russia and currently allows cargo to travel from China to Europe in 10 to 15 days, compared with roughly twice that time via the northern corridor and up to 60 days by sea. “Cyprus is a world-class maritime hub, and the Middle Corridor creates significant opportunities to effectively connect Kazakhstan’s land transport infrastructure with Cyprus’s maritime infrastructure,” Tokayev said during a joint press briefing following the talks. According to Tokayev, such cooperation could help establish a new multimodal logistics network linking Central Asia, the Caspian region, and the Mediterranean while supporting growth in bilateral trade. The two leaders discussed expanding trade and investment ties, as well as strengthening business cooperation between the two countries. Tokayev said he had proposed developing a roadmap for bilateral economic cooperation and establishing an intergovernmental commission and business council to facilitate joint projects and increase commercial exchanges. He identified logistics, finance, tourism, and digital technologies as key areas for future cooperation, adding that Cyprus has expressed interest in Kazakhstan’s e-government platform and digital public services. Kazakhstan, he said, is ready to share its experience in those areas. More than 400 companies with Cypriot capital currently operate in Kazakhstan, including around 30 registered with the Astana International Financial Centre, according to Tokayev. Kazakhstan is prepared to create favorable conditions for Cypriot businesses interested in entering its market, he added. Speaking at a Kazakhstan-Cyprus business forum following the presidential talks, Prime Minister Olzhas Bektenov said Cyprus had invested more than $5 billion in Kazakhstan since 2005, with nearly half of that amount invested during the past five years. Bektenov said both countries occupy strategic positions along trade routes linking Europe and Asia. He suggested Cyprus could serve as a regional logistics hub in the eastern Mediterranean, complementing Kazakhstan’s role as a transit gateway between China and Europe. He also highlighted new direct flights between Astana and Larnaca, which began on June 2, and Almaty and Larnaca, which began on June 4, saying the routes would improve passenger travel and cargo links. The visit also carries a wider diplomatic context as it coincided with the inauguration of Cyprus’s embassy in Astana, its first in Central Asia, and comes amid continued sensitivity in Turkey over the Cyprus issue. Ankara has denied reports that Foreign Minister Hakan Fidan canceled a planned visit to Kazakhstan because of Christodoulides’ trip. The episode follows Tokayev’s recent effort to describe the Organization of Turkic States as a forum for cooperation rather than a military alliance,...

Middle Corridor

Baku-Tbilisi-Kars Railway Boosts Kazakhstan’s Middle Corridor Role

The Baku-Tbilisi-Kars railway entered full-scale operation on June 2, a development expected to increase freight transport along the Trans-Caspian International Transport Route and support Kazakhstan’s role as a key transit hub between China and Europe. The railway is a joint strategic project of Azerbaijan, Georgia, and Turkey and serves as one of the main overland links connecting Central Asia with European markets through the South Caucasus. The 827-kilometer line has been operating at limited capacity since 2017. Full commercial operation became possible following the completion of rehabilitation and construction work on the Marabda-Kartsakhi section in Georgia. According to Georgia’s Ministry of Economy and Sustainable Development, the project included the construction and modernization of bridges, railway stations, overpasses, traction substations, a cross-border rail tunnel linking Georgia and Turkey, and upgrades to the Akhalkalaki International Railway Station, one of the corridor’s key logistics hubs. The completion of the project is expected to increase the railway’s annual cargo-handling capacity to 5 million metric tons, allowing it to accommodate growing freight volumes moving between Asia and Europe. “The full-scale operation of the Baku-Tbilisi-Kars railway is an important event not only for Georgia, Azerbaijan, and Turkey, but for the entire region and Central Asia,” Georgia’s Minister of Economy and Sustainable Development Mariam Kvrivishvili said during the inauguration ceremony. She described the railway as a critical transport link connecting Europe, Central Asia, and China. According to Kvrivishvili, container traffic through Georgia involving China and Kazakhstan increased by 33% in 2025, while the number of containers transported along the Baku-Tbilisi-Kars route was nearly six times higher than in the previous year. Kazakhstan was represented at the ceremony by Deputy Transport Minister Zhanibek Taizhanov, showing the strategic importance Astana places on the corridor. Authorities in Kazakhstan view the full launch of the Baku-Tbilisi-Kars railway as a significant step in developing the country’s transit potential and improving logistics links between China, Central Asia, the Caucasus, and Europe. The railway forms a key component of the Middle Corridor, which has gained increasing attention in recent years as governments and logistics companies seek alternatives to traditional Eurasian trade routes.