Transport and Logistics - The Times Of Central Asia

Viewing results 1 - 6 of 133

Central Asia-South Korea summit 2026

From Critical Minerals to Connectivity: South Korea’s Stakes in Central Asia

On September 16, Seoul hosted the first Korea–Central Asia Summit, bringing President Lee Jae Myung together with the heads of all five Central Asian states. The meeting elevated a dialogue that has run at a ministerial level since 2007 to the level of heads of state. The leaders adopted a Seoul Declaration setting the terms for future engagement and agreed to hold summits every two years. On September 14, trade and industry ministers from South Korea and the five Central Asian states met in Seoul for the first C5+Korea Industry Ministers’ Meeting. They signed a joint statement launching a standing platform for industrial cooperation. Uzbekistan’s Ministry of Investment, Industry and Trade used the occasion to push for a shift away from raw-material trade toward joint production and localization. Behind the diplomatic choreography sits a practical problem: the minerals both sides keep discussing cannot move without a route to carry them. A Minerals Agenda with Separate Tracks South Korea relies heavily on imported minerals for its manufacturing industries. Seoul has been developing separate plans with each country. With Tajikistan, discussions have focused on gold and silver, alongside antimony. With Kyrgyzstan, Seoul has been discussing antimony and tungsten. Cooperation with Uzbekistan covers minerals and digital manufacturing. With Kazakhstan, a central issue is moving beyond raw exports toward processing inside the country, as The Times of Central Asia reported ahead of the summit. South Korean firms are pursuing supply diversification independently. POSCO International and LX International have been expanding overseas mineral investments, including graphite and nickel projects, amid Chinese export restrictions. The Transport Connection Consider the Bolashak chrome mine in Kazakhstan, which Eurasian Resources Group launched in late 2024. The company plans to ramp it up to a design capacity of 7.5 million metric tons of chrome ore a year. Production on that scale makes reliable transport an essential part of the commercial equation. An Atlantic Council analysis identifies limited processing capacity and underdeveloped westward routes as obstacles to U.S. mineral partnerships with Central Asia. It presents the Trans-Caspian Middle Corridor as a route to Western markets that avoids Russian and Iranian territory. That argument needs a distinction when applied to Korea. The corridor runs westward toward Europe; it is not a prerequisite for minerals to reach South Korea. Its relevance is the wider choice of buyers it could offer Central Asian producers, including potential Korean-backed processing ventures serving those markets. That corridor is being built out. The Aktau container hub has a planned capacity of 240,000 twenty-foot equivalent units. The World Bank-backed Mointy–Kyzylzhar railway is meant to remove a 149-kilometer detour and accommodate 30 train pairs a day, against roughly ten on the existing constrained route. Traffic is already rising: 125 container trains crossed Kazakhstan on the Trans-Caspian route in the first quarter of 2026, up 34.4% year-on-year. Japan has also become involved, pledging in August 2025 to help modernize customs operations at the port of Aktau. The Seoul Declaration also backs Korean participation in transport infrastructure, including modernization and digitalization. In...

Central Asia-South Korea summit 2026

Central Asia’s First Korea Summit Produces Different Deals for Each Country

The first Central Asia-Republic of Korea Summit brought five countries to Seoul with very different records of working with Korean capital. Kazakhstan arrived with commercial agreements worth about $19 billion, while Uzbekistan is discussing multibillion-dollar financing through the state-owned Export-Import Bank of Korea. In Turkmenistan, Korean companies are expanding beyond their traditional role in the gas-chemical industry; Tajikistan is offering mineral resources; and Kyrgyzstan is establishing a dedicated government contact point to help attract Korean businesses. On September 16, the presidents of all five Central Asian states met South Korean President Lee Jae Myung together for the first time. Until now, the Korea-Central Asia Cooperation Forum, established in 2007, had operated mainly at a ministerial level. A permanent secretariat was established in 2017, and in 2020 the meetings were elevated to the level of foreign ministers. The leaders adopted the Seoul Declaration, agreeing to hold summits every two years, with Kazakhstan set to host the next in 2028. Ministerial meetings in the intervening years will review implementation and prepare the next summit’s agenda. The declaration also envisages Korea Desks across the five Central Asian countries to help businesses address administrative obstacles. The leaders expressed interest in combining Central Asian minerals with Korean technology to build joint production networks, and agreed to pursue measures to reduce non-tariff barriers. Seoul also sees Central Asia as part of its own industrial strategy. South Korea, one of the world’s leading producers of automobiles, electronics, batteries, and ships, needs stable supplies of energy and raw materials. Opening the summit, Lee spoke of combining the region’s resources with Korean exploration and processing technologies. Critical minerals, energy, and supply-chain resilience were among the main issues at the meeting. In 2025, South Korea’s trade with the five countries reached $10 billion for the first time: Korean exports totaled $8.67 billion, while imports from Central Asia amounted to $1.39 billion. Cumulative Korean investment in the region reached $6.48 billion. Kazakhstan and Uzbekistan continue to account for most of this trade and investment. The talks in Seoul showed how different the next step could look in each of the five countries. [caption id="attachment_56323" align="aligncenter" width="1774"] Image: Akorda[/caption] Kazakhstan: $19 Billion in Agreements and Large-Scale Industry Kazakhstan arrived at the summit with the largest announced commercial package. On September 15, a day before the regional summit, Kazakhstan and South Korea signed around 80 agreements worth approximately $19 billion through the Kazakhstan-Korea Business Council in Seoul. About $11 billion is associated with projects involving Samruk-Kazyna, Kazakhstan’s sovereign wealth fund, which controls major state assets in oil and gas, energy, transport, telecommunications, and uranium mining. The $19 billion figure represents the value of signed agreements and announced projects at different stages of development. Behind the headline figure are several major industrial projects. QazaqGaz and Hyundai Engineering agreed to implement a gas processing plant at Karachaganak with an annual capacity of 5 billion cubic meters. KazMunayGas and Samsung E&A signed an agreement on expanding the Pavlodar refinery’s capacity to 9 million metric tons a...

Central Asia-South Korea summit 2026

South Korea and Uzbekistan Sign 13 Agreements as Seoul Deepens Cooperation Across Central Asia

Uzbekistan and South Korea signed 13 cooperation documents during President Shavkat Mirziyoyev’s visit to Seoul on September 14, covering areas including critical minerals, artificial intelligence, rail transport and defense. South Korean President Lee Jae Myung will host the first summit with all five Central Asian states on September 16. The five Central Asian presidents due to attend are Kazakhstan’s Kassym-Jomart Tokayev, Uzbekistan’s Shavkat Mirziyoyev, Kyrgyzstan’s Sadyr Japarov, Tajikistan’s Emomali Rahmon, and Turkmenistan’s Serdar Berdimuhamedov. Mirziyoyev’s talks opened a series of bilateral meetings running through September 16, with Kazakhstan and Turkmenistan scheduled for September 15, and Tajikistan and Kyrgyzstan the following morning. Among the Uzbek agreements is a memorandum to launch feasibility studies under South Korea’s Economic Development Cooperation Fund on the introduction of eight high-speed train sets and the establishment of a national genome and biobank center. The projects’ scope will depend on the studies’ findings. Uzbekistan had already agreed to purchase six high-speed trains from Hyundai Rotem in 2024. The Export-Import Bank of Korea and Uzbekistan’s investment ministry also agreed to identify potential projects and explore financing in six priority areas. These include critical minerals, AI and data centers, smart cities, an industrial complex for Korean companies, pharmaceuticals and biotechnology, and food, beauty and cultural industries. The presidents also agreed to use the Korea–Uzbekistan Rare Metals Center as a base for strengthening cooperation across exploration, development and processing. They agreed to expand cooperation on the use of AI in manufacturing. The package includes a defense cooperation contract involving Korea Aerospace Industries and an Uzbek counterpart. The South Korean government’s published summary did not identify the equipment or disclose the contract’s value. The agreements build on South Korea’s established economic presence across Central Asia. Its foreign ministry identifies Kazakhstan as its largest investment destination in the region, based on investment data through 2023. Kazakhstan’s industry ministry has put bilateral industrial cooperation at 46 joint projects worth about $3.9 billion, covering Hyundai and Kia vehicle production, Hyundai trucks and buses, ferroalloys and Samsung home appliances. Hyundai Trans Kazakhstan, part of Kazakhstan’s Astana Motors, produced 52,040 vehicles in Almaty in 2025, while Kia Qazaqstan began operating in Kostanay late that year, according to TCA’s reporting on Kazakhstan’s automotive industry. Korean companies are also involved in transport infrastructure and urban development. A Turkish–South Korean consortium secured the Big Almaty Ring Road public-private partnership, while South Korean partners are involved in the planned K Smart City district at Alatau. South Korean companies have participated in major industrial projects in Turkmenistan, including the Kiyanly gas chemical complex and gas processing facilities at the Galkynysh field. Daewoo Engineering & Construction is working on a mineral fertilizer production complex in Turkmenabat, where South Korea’s ambassador reviewed construction preparations in June. Turkmenistan’s foreign ministry has also highlighted Korean participation in transport infrastructure and shipbuilding. In Kyrgyzstan, South Korea has provided technical assistance to the textile sector and committed funding for a five-year digital-transformation program starting in 2026. The two governments are also examining potential cooperation involving Kyrgyzstan’s antimony...

Middle Corridor

Middle Corridor Freight Grows, but Eastbound Cargo Lags

Container traffic is growing along the Middle Corridor from China and Central Asia toward Europe, but the route is far less busy in the opposite direction. In the first eight months of 2026, about 80% of container traffic moved westward and only 20% eastward. Operators are now looking for goods in Europe and Türkiye that can be shipped back across the Caspian Sea and Kazakhstan toward Central Asia and China. Container traffic totaled 53,574 TEU along the Trans-Caspian International Transport Route, also known as the Middle Corridor, in January–August. One TEU is equivalent to a standard 20-foot container. During the same period last year, the figure was 48,326 TEU, meaning traffic increased by 11%. But the flows were highly uneven. According to ADY Express, 42,642 TEU moved from east to west, compared with just 10,932 TEU in the opposite direction – a ratio of almost four to one. Interest in the route increased sharply after 2022, when companies began looking for additional ways to move goods between China and Europe without transiting Russia. Over the past several years, participants in the Middle Corridor have focused on increasing shipments from China. New train services have been introduced, while countries along the route have invested in railways, terminals, and Caspian ports. Chinese freight has grown, but there is still not enough cargo for the return journey. For transport operators, the issue comes down to finances. Once containers reach Europe, they need to be used again or repositioned. If there is cargo for the return journey, the equipment generates revenue in both directions. Without it, operators can face the cost of moving empty equipment. The 80%-to-20% split, however, does not establish how many containers actually make the return journey without cargo. Railway companies themselves are now acknowledging the shortage of eastbound cargo. “For this, backhaul freight is necessary,” Emil Mammadov, Adviser to the Chairman of Azerbaijan Railways, said at the Black Sea and Caspian Freight Forum 2026 in Baku. According to Mammadov, attracting cargo from Europe would help increase freight volumes, optimize transportation costs, and allow at least some containers to be returned to their countries of origin. Until now, the route has been promoted more actively in China, Kazakhstan, Azerbaijan, Georgia, and Türkiye. European companies have received less attention. Railway operators are now looking for customers at the western end of the corridor as well. A shipment from Türkiye showed what such a return journey could look like. In May, KTZ Express and Pasifik Eurasia dispatched a train from Izmir to China carrying household refrigerators. Fifty 40-foot containers crossed the Caspian Sea, traveled through Kazakhstan, and continued into China via the Altynkol border station. For now, such shipments remain limited. The Chinese side continues to push for more westbound traffic. On September 9, Azerbaijan Railways held talks with Shanghai International Port Group and Lianyungang Port on expanding shipments of Chinese goods through Kazakhstan, across the Caspian, and through Azerbaijan toward Europe. ADY Express also reported that 265 container block trains operated along...

Middle Corridor

Kazakhstan Transport Sector Needs 57,000 Specialists as Middle Corridor Expands

Kazakhstan is expanding railways and logistics capacity along routes linking China and Europe, but its transport sector has identified a need for around 57,000 specialists. Digitalization is creating demand for 31 new professions. Transport Minister Nurlan Sauranbayev announced the figures at a government meeting on September 8. Around 870,000 people currently work in the sector – nearly one in ten employed people in the country. Locomotive drivers, other drivers, engineers, technicians, logistics specialists, pilots, air traffic controllers, ship captains, and mechanics are among those in particularly high demand. The skills required are also changing. Railways need digital logistics specialists and automation experts, while the road sector needs specialists in Building Information Modeling (BIM), smart roads, and construction robot operators. In aviation, new roles include AI-assisted air traffic controllers, air traffic design specialists, and drone operators. BIM makes it possible to create a digital model of an infrastructure asset containing technical data and use it throughout design, construction, and operation. Kazakhstan’s workforce needs coincide with major investment in transport infrastructure. The country occupies the central section of the Middle Corridor, the route connecting China with Europe through Central Asia, the Caspian Sea, and the South Caucasus. Its importance has grown since Russia’s invasion of Ukraine prompted some freight flows to shift toward routes bypassing Russia. In February, the World Bank approved an $846 million guarantee designed to mobilize $1.41 billion in commercial financing for the development of Kazakhstan’s railway network along the Middle Corridor. The project includes the 322-kilometer Moyynty-Kyzylzhar railway line, which will shorten the route by 149 kilometers and relieve some of the most congested sections of the network. In January 2026, IFC, the Asian Infrastructure Investment Bank, and Standard Chartered announced up to $300 million in financing for the electrified railway bypass around Almaty. The financing announcement said the line was expected to reduce pressure on the Almaty railway junction by more than 40% and cut freight delivery times by as much as 24 hours. Working train movements had already begun in December 2025. Kazakhstan’s universities and colleges are currently training around 44,000 students in transport-related fields, more than 28,000 of them on government-funded grants. However, that figure cannot be directly compared with the sector’s need for 57,000 specialists: the students are at different stages of their education, while many jobs require professional experience. The industry is therefore also retraining its existing workforce. Kazakhstan’s national railway company, Kazakhstan Temir Zholy (KTZ), operates four regional training centers as well as laboratories and training grounds. The JOLSHY platform has been launched in the road sector to connect employers, specialists, students, and training organizations, while a separate training center is being established for the aviation industry. For the Middle Corridor, Kazakhstan’s growing demand for skilled workers could become another constraint on expansion. The faster the route between China and Europe grows, the more people will be needed to keep it running.

Middle Corridor

Middle Corridor Must Cut Delays, TITR Chief Tells TCA

The Middle Corridor has spent the past several years attracting freight away from longer or politically sensitive routes between Asia and Europe. Now its operators must make it function as a single, reliable corridor. “Reducing transit time is achieved not through a single solution, but through the consistent modernization of all key links along the route, from ports and terminals to railway infrastructure and digital tools,” Nurgul Zhakupova, Secretary General of the International Association “Trans-Caspian International Transport Route,” told The Times of Central Asia. [caption id="attachment_54935" align="aligncenter" width="1774"] Nurgul Zhakupova, Secretary General of TITR. Image courtesy of the subject[/caption] Known internationally as the Middle Corridor, the Trans-Caspian International Transport Route (TITR) connects China with Europe through Kazakhstan, the Caspian Sea, Azerbaijan, and Georgia, with onward connections through Turkey. Freight traffic has risen sharply since Russia’s invasion of Ukraine increased demand for routes bypassing Russia. According to official figures, container traffic grew by 36% in 2025 to around 77,000 TEUs, although total freight volume slipped to about 4.12 million tons from 4.48 million tons in 2024. The World Bank estimates that freight volumes along the Middle Corridor could triple and transit times could be halved by 2030 if the necessary investments and reforms are made. The European Union and international financial institutions have meanwhile committed to mobilizing €10 billion for sustainable transport connectivity in Central Asia, with the aim of developing a route capable of linking Central Asia and Europe in around 15 days. For Zhakupova, that means tackling bottlenecks across several countries at the same time. Building a faster railway in Kazakhstan achieves little if cargo then waits for a ship on the Caspian, becomes stuck at a border, or encounters another congested section farther west. [caption id="attachment_54945" align="aligncenter" width="1535"] Infographic: TCA[/caption] Infrastructure Races to Catch Up One immediate challenge is expanding infrastructure fast enough to accommodate container traffic and anticipated future freight growth. Kazakhstan launched the second Dostyk-Moyynty railway line and the Almaty bypass in 2025. Construction of the Moyynty-Kyzylzhar line and modernization of other sections are continuing. The Dostyk-Moyynty project alone stretches 836 kilometers and is expected to substantially increase rail capacity on the China-Kazakhstan axis. One of the Middle Corridor’s most difficult bottlenecks is not on land, but on the Caspian Sea. Growing traffic requires more vessels, while falling water levels and adverse weather complicate port and shipping operations. KTZ Express plans to acquire six multipurpose dry cargo container vessels: four are to be built by China’s Jiangsu Haizhongzhou Shipping Industry and two by the Baku Shipyard. Kazmortransflot is building two container vessels in partnership with Abu Dhabi Ports Group, while Azerbaijan is also considering expanding its fleet with ferries and roll-on/roll-off vessels for wheeled cargo. “Additional limiting factors remain the falling level of the Caspian Sea and adverse weather conditions. In this regard, a range of measures is also being implemented at the ports of Aktau, Baku, and Kuryk to minimize the impact of these factors on the stability of transportation,” Zhakupova told TCA. In Kuryk,...