Silk Road - The Times Of Central Asia

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Archaeology

Kazakhstan’s Ancient Karakabak Reveals New Silk Road Links

Archaeologists studying the ancient settlement of Karakabak in Kazakhstan’s Mangistau Region say new findings show the site was part of ancient trade routes linking East and West. The archaeological site is located in Tupkaragan District on the Caspian Sea coast and dates to the 1st to 6th centuries AD. It was first discovered in 2006 during the compilation of Mangistau’s official register of historical monuments by the Mangistau State Historical and Cultural Reserve. Since 2022, excavations and research at Karakabak have been carried out by the Margulan Institute of Archaeology. Researchers have published 24 academic works based on materials from the site, including three monographs and nine articles indexed in the Scopus database. The site was recently visited by scientists and archaeologists working on projects to develop Mangistau’s tourism potential. During the field visit, participants reviewed excavation results and discussed additional research, as well as possible inclusion of Karakabak in regional tourism routes. According to researchers, Karakabak served for several centuries as a center of craft production and trade. Finds point to metallurgy, jewelry-making, glassmaking, and ceramic production. Archaeologists have uncovered locally produced goods as well as imported materials from across Eurasia. [caption id="attachment_50477" align="aligncenter" width="1087"] @gov.kz[/caption] “Of particular scientific interest is a collection of more than 150 coins dating from the 1st century to the first half of the 6th century AD,” archaeologist Andrey Astafyev said. “Among them are issues from Parthia, Ancient Khorezm, Bukhara Sogd, Sasanian Iran, the Kushano-Sasanian state, the Byzantine Empire and China. These finds confirm Karakabak’s active participation in the international trade and economic networks of its time.” Scholars now regard Karakabak as a major ancient trade and transport hub. Researchers believe one branch of the Silk Road may have passed through Mangistau, connecting Central Asia, the Caspian region, and Eastern Europe. Researchers are also studying a possible Azov-Caspian trade corridor that was previously unknown. Based on the findings, Karakabak may have been one of the centers in this network. Evidence points to contacts with the North Caucasus, the Azov region, the Lower and Middle Volga, the Southern Urals, as well as states in Central Asia and the Middle East. “Karakabak allows us to look at the history of Mangistau and Kazakhstan’s place in ancient international communications from a new perspective,” Astafyev said. “The archaeological evidence confirms that this region served for centuries as an important link in trade routes connecting East and West.” The recent discovery of an ancient jug, preliminarily dated to the 6th century AD, has drawn additional attention to the site. Specialists hope its study will provide new insights into the daily life and craft traditions of the settlement’s inhabitants. Researchers are also exploring a possible connection between Karakabak and the ancient city of Aspabota, which was marked on the maps of Greek geographer Claudius Ptolemy as a settlement on the eastern Caspian coast. [caption id="attachment_50478" align="aligncenter" width="720"] @gov.kz[/caption] Scholars say discoveries in recent years have expanded understanding of Mangistau’s historical importance. They confirm that the region was part of trade...

Photography

19th Century Photographs of Central Asia on Display in Turkmenistan

Turkmenistan’s Museum of Fine Arts is showcasing the work of Paul Nadar, a French photographer who documented daily life, ancient ruins and a Russian imperial railway during a three-month trip in Central Asia in the late 19th century. People in traditional dress are seen in some of the photos in the museum exhibition, offering a glimpse of local society at a time when much of Central Asia was unfamiliar to many in Western Europe. One image shows a solitary figure beside the railway in the Karakum Desert, an expanse that covers much of modern Turkmenistan. Others depict people on horseback. Simple dwellings and a railway bridge over water are shown. There are also photos of the ruins of a mosque, mausoleums, the citadel gate and other places in Merv, an oasis city on the Silk Road whose history stretches back several thousand years. Today, the remnants of Merv are in Turkmenistan and are on UNESCO’s world heritage list. Paul Nadar, son of a prominent photographer widely known by the pseudonym Nadar, traveled in the region in 1890, according to the exhibition titled “Journey Through Turkmen Lands.” “He was gathering materials for the First International Exhibition dedicated to the development of the Trans-Caspian Railway, which was scheduled to open in Tashkent,” reported Turkmenistan: Golden Age, a state media outlet. At that time, the publication said, the railway “symbolized modernization and the opening of Central Asia to Europe.” The railway primarily served Russian imperial interests. The Russian military built it in the late 19th century as it solidified control in Central Asia, roughly following old Silk Road trade routes. Today, those routes are the basis for east-west transport channels associated with the developing Middle Corridor network. Paul Nadar used Kodak and Nadar Express Détective instant cameras to take over 1,800 photographs during his trip in the Turkistan region of the Russian empire, in what are today Turkmenistan and Uzbekistan, according to the Getty philanthropic institution, which has an album of photos from the trip. It said photos from Nadar’s journey were shown not only at the Tashkent exhibition in 1890, but also at several World’s Fairs during that decade. The images were available for purchase at Nadar’s studio in Paris, Getty said. The photo exhibition in Ashgabat, which includes only a portion of Nadar’s work in Central Asia, opened last week and runs until June 23. It was organized with the help of the French embassy and cultural center in Ashgabat.

Trade Corridors

Opinion: Eurasia’s New Corridors Are More Than a Transit Race

Across Eurasia, new transport corridors are usually described as instruments of rivalry: routes to bypass Russia, ports to outflank competitors, or rail links to shift influence between regions. The conflict around Iran, the rivalry between India and Pakistan, instability in the Afghanistan-Pakistan zone, crises in the Middle East, sanctions, competition over transport routes, and growing struggles for transit influence all reinforce the image of a continent divided by political contradictions. Increasingly, this is the lens through which Eurasia is viewed. The development of transport routes and connectivity is now often explained through the logic of rivalry. Some corridors are described as alternatives to others. Certain ports are positioned against competing ports. Routes are increasingly perceived as tools of competition, circumvention, or geopolitical influence. The continent can also be viewed differently. Alongside political crises, another reality is visible: the continent continues to connect itself through new routes and networks. Railways, ports, energy grids, dry ports, container corridors, digital cables, and trade chains are gradually linking spaces that only recently were seen as separate regions. In many ways, Eurasia has always been a space of movement, exchange, and connectivity. The Silk Road Was a Network, Not a Single Route A recent article by News Central Asia made a simple but important observation: the Silk Road functioned because it belonged to everyone. This idea contains one of the central lessons of Eurasian history. The Silk Road was never a single road. It was not one unified highway built according to a master plan or controlled by a single center. For centuries, the continent was connected by a vast network of caravan routes, maritime pathways, mountain passes, cities, and trade hubs through which goods, people, knowledge, and ideas circulated. Some routes gained importance while others temporarily declined. States, empires, and commercial centers changed. New pathways emerged. Yet the network itself endured. The strength of the Silk Road lay not in one route, but in the multiplicity of connections. When one corridor became unsafe, trade shifted elsewhere. When political conditions changed, commerce adapted to a new geography. The continental network remained flexible and multilayered. This offers an important lesson for today’s Eurasian space as well. Many modern transport corridors did not emerge from nothing. In many respects, they follow historical logic. Railways have replaced caravan paths, dry ports have succeeded old trade hubs, and container routes continue along directions in which goods moved for centuries. Corridors and the Logic of Rivalry Today, most transport and economic corridors are interpreted as competing projects. Nearly every new route is framed through confrontation, alternatives, or attempts to bypass another direction. The Middle Corridor is often described as an alternative to northern routes. The International North-South Transport Corridor is presented as a separate geo-economic axis. Trans-Afghan projects are portrayed as competitors to other links between Central and South Asia. Chabahar and Gwadar are depicted as rival ports. Even the South Caucasus transport hub is increasingly viewed through the prism of struggles over control of routes and flows. Yet historically,...

Archaeology

Remains of Buddhist Temple Unearthed in Ancient Silk Road City in Kyrgyzstan

The remains of what is believed to be a Buddhist temple dating to the 7th and 8th centuries have been discovered at the medieval Ak-Beshim archaeological site, the ruins of the ancient Silk Road city of Suyab in northern Kyrgyzstan, according to the Ministry of Culture, Information, Sports and Youth Policy of the Kyrgyz Republic. Located seven kilometers southwest of Tokmok, Suyab was a major Silk Road city between the 5th and 8th centuries. It was the capital of the Western Turkic Khaganate and an important center for Sogdian merchants on the Chang’an-Tian Shan route, now part of a UNESCO World Heritage corridor. Chinese historical sources suggest that the celebrated poet Li Bai, born in 701 and believed to have died in 762 or 763, may have been born in Suyab. Suyab declined in the 11th century with the rise of Balasagun, another historic city in the Chui Valley located near the famed Burana Tower. The discovery was made by a Kyrgyz-Japanese archaeological expedition during excavations conducted since early May. Researchers uncovered a platform, ramp, and staircase constructed of baked brick. Experts believe these architectural elements are characteristic of temple architecture from China’s Tang Dynasty. The discovery also supports a hypothesis put forward by renowned Soviet archaeologist Alexander Bernshtam, who in the late 1940s suggested the existence of a Buddhist religious structure in the area. Archaeological work carried out in 2025-2026 has opened new chapters in the history of Buddhism in Suyab. Joint Kyrgyz-Japanese research at the site has been underway since 2012. Efforts are currently underway to reclassify the land where excavations are taking place as protected historical and cultural territory. If approved, authorities plan to establish an open-air museum at the site. It was previously reported that archaeologists had also uncovered what is believed to be the oldest Christian structure found in Kyrgyzstan, a Nestorian church dating to the 7th or 8th century. The Times of Central Asia previously reported that the Ministry of Culture, Information and Youth Policy of Kyrgyzstan and the Dunhuang Research Academy established a joint laboratory for cultural heritage preservation that will oversee conservation work at the Ak-Beshim archaeological site.

Silk Road

Silver, Silk, and Forgotten Power: Central Asia’s Islamic Past Comes to London

At Sotheby’s in London, Central Asia comes into view as a world of dazzling craft and taste. The Arts of the Islamic World & India auction on April 29th gathers rare eastern Islamic works that show how the region turned faith, power, and luxury into art. The standout lot is a 12th or 13th-century silver ewer, catalogued as Persian or Central Asian. Most related vessels are brass or bronze. This one is comparable to vessels from the Harari Hoard, a group of 10th and 11th-century silver objects now largely held in the L.A. Mayer Museum for Islamic Art in Jerusalem. The ewer’s presence gives the sale its sharpest point of entry. It is rare, ambitious, and unusually personal. [caption id="attachment_47817" align="aligncenter" width="2447"] A pair of Seljuk gold bracelets, Persia, Khurasan, 12th century; image: Sotheby's[/caption] A 10th-century Nishapur calligraphic dish shifts the focus from metal to script, turning a simple object into a work shaped by the visual grace of the written word. Timurid horse trappings, Qur’an pages, Sogdian silks, golden Mongol cloths, an embroidered robe, and a Shakhrisabz suzani broaden the picture from courtly power to sacred text and textile brilliance, ending in a tradition still closely associated with Uzbekistan. The timing gives the auction added weight. Uzbekistan is building a major new stage for Islamic heritage. The Times of Central Asia reported in April 2026 that its Center of Islamic Civilization has entered the Guinness World Records as the world’s largest museum. TCA asked Frankie Keyworth, a Specialist in Islamic and Indian Art at Sotheby’s, why Central Asia’s artistic legacy is commanding fresh attention now. [caption id="attachment_47818" align="aligncenter" width="8984"] A turquoise-set silver and brass belt buckle, Bukhara, Central Asia, 19th century; image: Sotheby's[/caption] TCA: Why are the artifacts in this auction so important for understanding Central Asia as a center of artistic production, rather than just a corridor between other civilizations? Keyworth: They really reiterate the breadth of artistic production in Central Asia, which is incredibly rich in terms of medium, design and chronology. The works presented here range from the 8th to the 19th century, from textiles to ceramics, metalwork to manuscripts, and they reveal traditions that are distinct to Central Asia, and others that inform and are informed by artistic production in other regions. The impressive silver ewer is a good example of this. Its nielloed decoration on silver is typical of a distinct group of silver vessels produced in Central Asia, but its form would go on to inform examples in other materials, such as bronze or ceramics produced later in Persia. [caption id="attachment_47819" align="aligncenter" width="2560"] A Timurid or early Ottoman tinned copper goblet (mashrabe), Central Asia or Eastern Anatolia, late 15th century; image: Sotheby's[/caption] TCA: Which object best captures Central Asia’s wider historical importance, and what makes it so revealing? Keyworth: It’s hard to pinpoint such a vast artistic tradition to one object, but luxurious textile production is synonymous with the arts of Central Asia. In this sale, we can see one of the earliest...

Silk Roads

The Northern Silk Road and the Middle Corridor

The recent hostilities in the Persian Gulf and the ensuing naval blockades of Iran have brought into sharp relief the growing importance of the Middle Corridor – or Trans-Caspian International Transport Route (TITR) – the rapidly expanding trade link between Western China and Europe. This vast network of road, rail and maritime transport links had already increased in importance as a result of Russia’s invasion of Ukraine and the ensuing sanctions, which have crippled large parts of Russia’s economy. With hundreds of container ships and oil tankers bottled up in the Gulf and the prospect of serious economic consequences, particularly in the developing world and for China and India, the idea of an overland – mostly – trade route to Europe is increasingly seen as a solution that provides a viable alternative in uncertain times. And not for the first time, as we shall discover. The TITR is around 3,000 km shorter than the so-called Northern Corridor through the Russian Federation, and transit times from China to Europe now average 10-15 days, compared to double that time for the Northern Corridor and anything up to 60 days for sea transport. According to World Bank estimates, the Middle Corridor could soon account for 20% of overland trade between China and the EU, with a tripling of current traffic levels by 2030, mainly due to economic growth in the Greater Caspian region. When planning began on the Middle Corridor almost 15 years ago, few people appreciated how rapidly it would develop. But as uncertainties over trade policies have increased, a route that avoids both the Russian Federation and the increasingly dispute-prone waterways in the Gulf and the Red Sea makes sense. Goods produced in Chinese factories in Chongqing, Xi’an and Urumqi can now be transported westward across Kazakhstan by rail to its Caspian Sea ports at Aktau and Kuryk. There are now major rail termini at the Kazakhstan-China border and more than 4,250 kms of rail lines in the network, together with 500 kms of sea transport. In Aktau on the Caspian, containers are loaded onto ships bound for Baku in Azerbaijan, where they are transferred onto the rolling stock of the Baku-Tbilisi-Kars (BTK) Railway for shipment into Turkey. The original plan was designed to handle 6.5 million tons of freight annually, but this figure is expected to top 17 million tons by 2034. New port facilities to handle the increasing number of containers arriving at Aktau and Kuryk have been financed by Kazakhstan’s Nurly Zhol Programme. Aktau, for example, is being dredged to enhance maritime safety and expand capacity. Its port currently handles up to 15 million tons of cargo a year. According to the TITR itself, around 57,000 containers travelled along the route in 2024, up from 20,500 in 2023. The route has continued to gather momentum in 2026: from January to March, 125 container trains were dispatched from China via the corridor, a 34.4% increase over the same period last year. Rail traffic volume increased by 5.7% in Azerbaijan...