By Vali Kaleji

By promoting its concept of "Chinese-style modernization" (henceforth CSM) China seeks to project an image of economic development and growth in Central Asia that is non-hegemonic, non-interventionist, and non-imposing, positioning itself as an alternative to both Russian and Western models. Given that CSM is rooted in China's authoritarian communist framework, it aligns with the secular authoritarian structures of Central Asian states and the interests of the pro-Chinese oligarchic networks within the region. However, despite its foundations in Chinese tradition, Confucianism, a distinct interpretation of Marxism, and uneven development, China's model of economic development and CSM has yet to establish itself as the dominant paradigm in Central Asia.

BACKGROUND: The concept of CSM, formulated in the late 1970s, has gained significant attention among Chinese leadership and researchers since the start of this decade. The emphasis on distinguishing CSM from Western and Soviet models highlights the theoretical possibility of offering a new developmental perspective to other nations. It also encourages these countries to design independent modernization strategies tailored to their unique national characteristics.

As the world’s second-largest economic power, it is crucial for China to promote its model of development and modernization within the international sphere. In this context, the development and evolution of the concept of CSM are closely linked to other key concepts proposed by China over the past few decades, such as "Peaceful Rise" and "Peaceful Development," which offer alternatives to the dominant Western development model and modernization pathways. Since September 2021, Beijing has introduced no fewer than three “Global Initiatives” focusing on development, security, and civilization. Together with the Belt and Road Initiative (BRI), these initiatives now constitute the four pillars of President Xi Jinping’s “Community for a Shared Future” framework, which China promotes as a blueprint for “world peace and stability,” “a powerful driver of global development,” and a foundation for a “New World Order.”

Following the collapse of the Soviet Union, during the transition from the Soviet development model to the Western one, the concept and model of CSM emerged as a potential alternative for Central Asian countries. While Western modernization paths emphasized liberal democratic values, transparency, a free-market economy, reduced state ownership, and the growth of private enterprises, CSM offered a different approach. It combined state control and ownership of key infrastructure with the expansion of private enterprises, notably without incorporating liberal democratic principles. The rapid and remarkable growth of China’s economy, its rising influence in global trade, and its emergence as the primary economic and trade partner of Central Asian nations—along with the One Belt, One Road initiative (the modern Silk Road) and the significant inflow of Chinese capital, labor, and companies into Central Asian markets—prompted Beijing to promote the Chinese modernization model within the region.

Given that CSM is rooted in China's authoritarian communist framework, it aligns closely with the secular authoritarian structures of Central Asian countries. This model, characterized by top-down development, differs from both Soviet and Western development approaches. Unlike the fully state-controlled development model of the Soviet era, it is not entirely government-driven, and unlike the Western model, it does not rely fully on private enterprise. Instead, it represents a hybrid system that blends state control with market-oriented mechanisms.

IMPLICATIONS: The CSM complements and strengthens China’s substantial investment and significant trade relations with Central Asia. Over the past 22 years, China has channeled approximately US$105 billion into the region through development financing, with the China Development Bank (CDB) serving as a key player in this process. By promoting CSM, Beijing appears to be aiming to stabilize and secure its investments while ensuring sustained commercial and economic influence in Central Asia.

Since the beginning of Deng Xiaoping’s leadership, economic development and growth have been central to the political legitimacy of the Chinese Communist Party, an approach that can appeal to the authoritarian leaders of Central Asia seeking to enhance their own political legitimacy. CSM aligns with the interests of the pro-Chinese oligarchic network in Central Asia, encompassing a diverse range of actors, from politicians to owners and managers of both public and private enterprises. While the Western development model, based on a bottom-up approach, emphasizes transparency, CSM, characterized by a top-down approach often associated with ambiguity, lack of transparency, and, in many cases, corruption, is particularly attractive to the region’s oligarchic networks and shadow economy. Moreover, the thousands of Central Asian students who graduate annually from Chinese universities under Chinese government scholarships—especially in fields such as economics, business, management, and finance—play a crucial role in disseminating and promoting the CSM throughout the region.

CSM also serves as a key element of China’s "soft power," its so-called "Chinese Marshall Plan," and "soft hegemonism" in Central Asia. It aims to offer a development model tailored to the cultural, national, and ethnic values of the region, complementing China’s growing economic and commercial influence. By promoting this model, China seeks to project an image of non-hegemonic, non-interventionist, and non-imposing development, positioning it as an alternative to the Russian and Western models. Additionally, the promotion of CSM plays a crucial role in China’s strategy to counter rising anti-Chinese sentiment and Sinophobia in Central Asia. In this context, a Chinese researcher suggests that CSM, as a new form of modernization, emphasizes "human modernization" as its distinctive realization. This concept reflects China’s efforts to present a soft, humane image of development and modernization. 

Yet CSM in Central Asia faces significant constraints and obstacles. This model stems from a unique approach rooted in Chinese traditions, Confucian principles, and a distinct interpretation of Marxism, making it difficult to replicate effectively in other regions, including Central Asia. Even in Southeast Asian countries such as Taiwan, Singapore, Malaysia, and Thailand—nations with stronger linguistic, historical, and cultural ties to China—the Western model of development and modernization has emerged as the dominant paradigm. Moreover, CSM adopts an unbalanced approach to development, prioritizing economic growth while neglecting political development. This imbalance reduces its appeal, particularly among the middle class and educated young people in Central Asia, who tend to favor parallel development and embrace the values associated with Western liberal democracy.

Furthermore, several additional obstacles hinder the establishment of CSM as a dominant and unrivaled model in Central Asia. These include widespread anti-Chinese sentiment, along with ethnic and religious sensitivities, particularly regarding China’s policies in Xinjiang. There is also significant criticism of the performance of Chinese companies and contractors operating in Central Asia, particularly concerning issues such as labor discrimination, where Chinese workers are often given preferential treatment over local workers, and Beijing’s debt trap diplomacy in the region. 

CONCLUSIONS: Although China has been the leading economic and trade partner of Central Asian countries for the past two decades, its economic development model has yet to establish itself as the dominant model in the region. Three decades after the collapse of the Soviet Union, Central Asia continues to struggle with selecting a definitive development and modernization pathway. Various aspects of the Russian, Chinese, Western, and even the Turkish model—particularly after the Justice and Development Party came to power—have been adopted to varying degrees, but no single model has prevailed. Instead, the region operates within a mixed or hybrid framework, characterized by a blend of government control and authority, free-market principles, corruption and shadow economies, private sector activity, and foreign investment.

These circumstances are the outcome of a complex interplay of factors inherent in societies transitioning from tradition to modernity in Central Asia. Key among these factors are the challenges of reconciling religion, traditions, and ethnic and national beliefs with the demands of development and modernization, as well as the region’s unique political-economic structures. Additionally, the lack of consensus among leaders and ruling elites regarding the selection of a specific development model further complicates the process. The economic, financial, and commercial interests of the oligarchic network and the shadow economy also play a significant role in shaping the region’s developmental trajectory. To address or obscure these contradictions, regional leaders often emphasize the creation and promotion of a distinct, indigenous model of development and modernization tailored to their specific national contexts.

AUTHOR’S BIO: Vali Kaleji, based in Tehran, Iran, holds a Ph.D. in Regional Studies, Central Asian and Caucasian Studies. He has published numerous analytical articles on Eurasian issues for the Eurasia Daily Monitor, the Central Asia-Caucasus Analyst, The Middle East Institute and the Valdai Club. He can be reached at   This email address is being protected from spambots. You need JavaScript enabled to view it. .

By Nargiza Umarova

In recent years, the Taliban government has successfully garnered the support of most Central Asian countries for the development of trans-Afghan transport infrastructure. Notably, Uzbekistan and Turkmenistan have demonstrated significant engagement in this endeavor, with each country advancing its own railway project traversing Afghanistan to reach the borders of Pakistan. These routes are expected to compete with one another, a dynamic that is anticipated to enhance their profitability through the implementation of flexible tariff policies aimed at maintaining sufficient cargo flow. The establishment of trans-Afghan rail corridors holds strategic significance not only for fostering connectivity between Central and South Asia but also for advancing Iran’s aspirations to develop efficient transportation links with China via Afghanistan—a goal that the Taliban government has expressed its willingness to support.

Photo by Pahari Sahib

BACKGROUND: In May 2023, Afghan authorities approved the Mazar-i-Sharif-Herat-Kandahar railway corridor project, which spans 1,468 kilometers. A year later, plans were announced for the construction of the Spin Boldak-Kandahar railway, signaling the intention to extend the Kandahar route to Pakistan. Turkmenistan promptly capitalized on this development by proposing an alternative version of the Trans-Afghan Corridor, extending along the Torghundi-Herat-Kandahar-Spin Boldak route.

Subsequently, Kazakhstan joined the project at the invitation of Ashgabat, and in September 2024, the foundation was laid for a 22-kilometer railway line connecting the border station of Torghundi to Sanobar. This section will serve as the initial segment of the Torghundi-Herat transport corridor.

The Turkmen version of the trans-Afghan railway is regarded as an alternative to the Kabul Corridor (the Termez-Mazar-i-Sharif-Kabul-Peshawar railway), although the latter route is significantly shorter. Competition between the western route (originating from Turkmenistan's border) and the eastern route (originating from Uzbekistan's border) appears inevitable. However, this competition is expected to yield positive outcomes, particularly through the reduction of transportation costs resulting from the launch of additional trade routes through Afghanistan. This cost efficiency is a critical factor driving the interest of external stakeholders in the development of trans-Afghan transport infrastructure.

The establishment of the Torghundi-Spin Boldak international transport corridor holds particular importance for Tehran, which intends to develop a railway link with Afghanistan through the border town of Zaranj.

Since 2020, as part of the broader development of Iran's deep-sea port of Chabahar, construction has been underway on the Chabahar-Zahedan railway. This railway is planned to extend further into Afghanistan, reaching the provinces of Nimroz and Kandahar. Recently, Afghan authorities announced the completion of engineering surveys for the construction of the Zaranj-Kandahar railway. This integrated infrastructure will provide Iran with an additional avenue to access Afghanistan, while also establishing a direct connection to Herat—one of Afghanistan's largest and most strategically significant cities.

Tehran’s long-term strategic vision positions Herat as a pivotal hub for transit routes connecting Western, Central, and Eastern Asia. This perspective stems from the concept of the China-Kyrgyzstan-Tajikistan-Afghanistan-Iran railway corridor, commonly referred to as the "Five Nation Road." Iran has already initiated the practical implementation of this vision through the construction of the Khaf-Herat railway, which is scheduled to become operational in 2025. Once completed, the route will extend to Kashgar in China via Central Asia, covering an approximate distance of 2,000 kilometers.

IMPLICATIONS: Iran has consistently encouraged Afghan authorities to collaborate with their Central Asian partners in advancing the railway corridor connecting Khaf to Kashgar.

In 2017, Uzbekistan and Afghanistan reached an agreement to construct the Mazar-i-Sharif-Sheberghan-Maimana-Herat railway. Integrating this new route with the Khaf-Herat railway would enable Uzbekistan to establish an alternative transit corridor to Iran, Turkey, and the Gulf countries, bypassing Turkmenistan. Additionally, this development would have a substantial impact on the implementation of the Five Nation Transit Route, as the Khaf-Herat-Mazar-i-Sharif railway constitutes a critical segment of the Afghan portion of this corridor. From Mazar-i-Sharif, transportation links would only need to be extended to Sherkhan Bandar in Kunduz province to connect with Tajikistan's border.

However, in 2018, Tashkent introduced a new trans-Afghan railway project toward Pakistan, known as the Kabul Corridor, effectively placing the implementation of the Mazar-i-Sharif-Herat route on hold. This decision was likely influenced by the recognition that the railway to Herat could undermine Uzbekistan’s transit interests. By prioritizing the Kabul Corridor, Uzbekistan sought to secure its role in servicing freight flows from China, Kyrgyzstan, and Tajikistan to Iran, Turkey, and Europe.

Despite these developments, progress on the China-Kyrgyzstan-Tajikistan-Afghanistan-Iran railway corridor continued. In 2019, Afghanistan and Tajikistan signed an agreement to construct the Jaloliddini Balkhi (Kolkhozobod)-Panji Poyon-Sherkhan Bandar railway. To finance the feasibility study for this project, Dushanbe sought assistance from prominent international donor organizations, including the World Bank and the Asian Development Bank.

At that time, establishing a railway connection between Afghanistan and Tajikistan was also pivotal for the development of the Turkmenistan-Afghanistan-Tajikistan (TAT) transport corridor, initiated in 2013. This corridor extends from the Tajik border into northern Afghanistan, passing through the cities of Kunduz, Khulm, Mazar-i-Sharif, Sheberghan, and Andkhoy. At the Akina checkpoint, the railway crosses into Turkmenistan, from where it can connect to the Caspian Sea. This route aligns with the concept of reviving the ancient Lapis Lazuli Corridor, which aims to provide Afghanistan with direct access to European markets via the Caspian Sea, Azerbaijan, and Turkey.

In 2016, Turkmenistan completed the first stage of the TAT railway, spanning the Atamurat (Kerki)-Ymamnazar-Akina route. By early 2021, the Akina-Andkhoy railway line also became operational. However, the abrupt change of power in Afghanistan during the summer of 2021 led to the suspension of work on these projects. This pause stemmed from uncertainty regarding the Taliban government's approach to relations with neighboring countries and its foreign policy on transport communications. Yet contrary to initial expectations, the new leadership in Afghanistan adopted a notably more pragmatic stance on these matters.

The Taliban have reactivated nearly all regional and interregional transport projects. Announcements have been made regarding the planned launch of the Andkhoy-Sheberghan and Sheberghan-Mazar-i-Sharif railway lines in the coming years, as well as the construction of the Mazar-i-Sharif-Herat railway. These initiatives aim to bridge critical gaps in major trade corridors, including the TAT and the Five Nation Railway Route.

Notably, even Tajikistan, despite its tough stance toward the Afghan government, has become more active in advancing trans-Afghan transport initiatives. In July 2024, Tajikistan’s Ministry of Transport and the Korea International Cooperation Agency (KOICA) signed a protocol to develop a feasibility study for a 51-kilometer Jaloliddini Balkhi-Panji Poyon railway, which will connect to Afghanistan via the Sherkhan Bandar checkpoint. As previously mentioned, this railway will form part of the TAT.

Integration into such international transport corridors will offer Tajikistan a strategic advantage on southern transit routes. However, the modernization of existing infrastructure and the construction of new railways demand significant financial resources, which Dushanbe struggles to provide. Tajikistan relies heavily on China for foreign investment. Beijing has a vested interest in developing fast and efficient transportation routes to access emerging markets in South Asia, the Middle East, and Europe.

If the Taliban succeed in persuading Tajikistan to collaborate on developing trade routes to China, this could significantly reshape Central Asia's transport architecture while enhancing Afghanistan's strategic importance as a regional transit hub. Iran would also benefit from a direct connection to China that bypasses Turkmenistan, Uzbekistan, and Kazakhstan.

For Tashkent, however, this development could present a serious challenge given the resolve of its neighbors to complete the TAT. 

CONCLUSIONS: The proactive efforts of the Taliban government in developing international transport links has heightened the interest of most Central Asian states (with the exception of Tajikistan) in strengthening trade and economic ties with Kabul. This includes the potential implementation of joint investment projects, such as the construction of railways, gas pipelines, and power lines, which could foster regional connectivity and economic growth.

External major powers are also eager to capitalize on these transformations, but their interference in establishing trans-Afghan transport infrastructure could have adverse consequences for Central Asia.

Iran’s ambitions to establish a transport corridor to China via Afghanistan pose the potential to alter the balance of power within the regional transit system. Such a development would bolster the positions of Tajikistan and Kyrgyzstan, which are currently in a transport deadlock and reliance on Uzbekistan for access to global markets.

The development of new trade routes through Afghanistan represents a positive trend that will inevitably influence Central Asia due to the region’s geographical proximity. This shift offers regional states the opportunity to enhance their transit and trade capacities, albeit accompanied by increased competition. To mitigate the risks of intense rivalries, the Central Asian republics must reconcile their interests in light of Afghanistan’s growing significance as a transit hub and formulate a coordinated strategy to advance interregional transport corridors, ensuring equitable benefits across the region.

AUTHOR’S BIO: Nargiza Umarova is a Senior Research Fellow at the Institute for Advanced International Studies (IAIS), University of World Economy and Diplomacy (UWED) and an analyst at the Non-governmental Research Institution  “Knowledge Caravan”, Tashkent, Uzbekistan.

Her research activities are focused on studying developments in Central Asia, trends in regional integration and the influence of big powers on this process. She also explores the current policy of Uzbekistan on the creation and development of international transport corridors. She can be reached at This email address is being protected from spambots. You need JavaScript enabled to view it. .

By Sergey Sukhankin

Uzbekistan, the most populous nation in Central Asia, has announced a strategic objective to significantly enhance the proportion of green energy within its energy portfolio and to utilize the surplus as a revenue source by exporting it to energy-demanding countries.This prioritization of green energy stems from ecological, economic, and geopolitical considerations. Given Uzbekistan's vast but largely untapped potential in this sector, Tashkent's initiative has been positively received internationally, with investors from China, the Gulf region, and the European Union expressing readiness to provide financial resources and technical expertise. However, despite growing international interest and the political elite's professed commitment, certain domestic challenges have led experts to question Uzbekistan's capacity to fully realize its considerable green energy potential.

Photo by Vladimir Jirnov

BACKGROUND: The end of 2024 witnessed a potentially transformative event for the development of green energy in Central Asia and the South Caucasus. On November 13, during the World Leaders Climate Action Summit in Baku, the leaders of Kazakhstan, Azerbaijan, and Uzbekistan signed a strategic partnership agreement focused on the production and transmission of green energy. According to Uzbekistan’s Ministry of Energy, the country plans to commence exporting green electricity, primarily generated from solar and wind power, to Europe via Kazakhstan and Azerbaijan by 2030.

This agreement reaffirms and solidifies the previously signed protocol in Astana, which outlined the establishment of the Central Asia-Azerbaijan-Europe Green Energy Corridor project. Beyond benefiting Uzbekistan, this initiative aims to strengthen ties between the two most influential Central Asian nations—despite their existing challenges—and enhance connectivity between Central Asia and the South Caucasus, thereby fostering improved inter-regional trade and cooperation. Uzbekistan is strategically positioned to develop its green energy potential, benefiting from a surplus of inexpensive labor and over 320 sunny days annually. Studies indicate that Uzbekistan possesses the most promising wind and solar energy potential in Central Asia.

By 2027, Uzbekistan plans to construct twelve state-of-the-art thermal power plants across the Bukhara, Tashkent, Khorezm, Kashkadarya, Jizzakh, Surkhandarya, and Syrdarya regions. These projects are expected to generate an additional 49.7 billion kWh of electricity annually and, as asserted by Uzbekistan’s political leadership, will be realized through public-private partnerships financed primarily by foreign investments. Moreover, alongside its collaboration with Kazakhstan and Azerbaijan, Uzbekistan’s green energy initiatives present opportunities to enhance economic and political cooperation with other Central Asian countries, such as Tajikistan and Kyrgyzstan, whose competitive advantage in green energy lies in hydropower generation. 

IMPLICATIONS: Uzbekistan stands to benefit from developing its significant green energy potential in three primary ways. First, by mitigating environmental impacts and reducing natural gas consumption. Given the country’s rapidly growing population and its economic model, the political leadership has recognized the critical role of clean energy in supporting the local economy. By late 2024, Uzbek officials reported that solar and wind power plants had generated 4.5 billion kWh of electricity, conserving 1.36 billion cubic meters of natural gas and preventing 1.89 million tons of harmful emissions. Successes in green energy carry notable diplomatic and political implications. Uzbekistan’s leadership is actively positioning the country as a key regional player in green energy and sustainability, a stance explicitly articulated by President Shavkat Mirziyoyev during the 2024 annual meeting of the Board of Directors of the Asian Infrastructure Investment Bank (AIIB) in Samarkand. This strategy not only enhances the country’s international image but is also expected to generate significant economic benefits.

Second, the development of green energy offers Uzbekistan an opportunity to strengthen economic ties with the European Union (EU). Historically, EU-Uzbekistan relations have been marked by challenges, primarily due to differences in values. However, the geopolitical shifts following Russia's full-scale aggression against Ukraine in 2022 have underscored the mutual economic benefits of collaboration between the resource-rich Uzbekistan and the economically powerful EU.

In early 2024, President Shavkat Mirziyoyev emphasized Uzbekistan’s export potential in green energy, stating that the country plans to produce 13 billion kilowatt-hours of green electricity, far exceeding domestic demand by a factor of 10 to 12, with the surplus available for export. According to Uzbek officials, the country is ready to supply between 2 and 5 gigawatts (GW) of green energy to Europe. In support of this initiative, the Italian company CESI is already conducting a feasibility study to facilitate the export of green energy to the EU.

Importantly, collaboration in green energy may serve as a stepping stone toward broader mutually beneficial relations between the EU and Uzbekistan, particularly in the economic sphere. The EU and individual member states, notably France, have shown significant interest in Uzbekistan's natural resources, especially critical metals, whose production Uzbekistan is determined to expand. In the context of China's assertive actions in the critical metals sector, Uzbekistan, alongside Kazakhstan, holds the potential to significantly enhance its role as a key supplier of essential metals and resources to the EU, addressing the bloc's strategic needs.

Third, Uzbekistan seeks to strengthen ties with Gulf states, particularly the United Arab Emirates (UAE) and the Kingdom of Saudi Arabia. These resource-rich nations, equipped with advanced technologies, are particularly attractive to Uzbekistan due to their lack of a geopolitical agenda in Central Asia, unlike Russia or China, and their non-interventionist approach to local norms and values, which sometimes contrasts with the EU.

Prominent Gulf-based corporations, such as ACWA Power (Saudi Arabia) and Masdar (UAE), are already actively engaged in developing Uzbekistan’s green energy potential and have announced ambitious future plans. For Uzbekistan, access to the Gulf's financial and technological resources addresses a critical need, enabling it to navigate the complex dynamics between Russia, China, and the EU—traditional power players in Central Asia. Moreover, if Kazakhstan-Uzbekistan-Azerbaijan cooperation in green energy proves successful, Uzbekistan could leverage these Gulf partnerships to diversify its foreign economic policy more effectively and enhance its regional and global strategic position.

However, these optimistic projections are tempered by concerns raised by experts regarding Uzbekistan's ability to translate its substantial potential into tangible outcomes. The primary issue lies in the country’s persistent challenges with deeply entrenched corruption and the ineffective management of resources, both of which hinder economic growth and deter foreign investment.

Unfortunately, the clean energy sector appears to be no exception. For instance, one investigative analysis uncovered structural corruption within the sector. Another recent investigation highlighted significant deficiencies in innovation within Uzbekistan's power grid and exposed multiple corruption schemes, while also drawing attention to Uzbekistan’s strengthening ties with Russia, which is reluctant to support Uzbekistan's modernization and transition to a green economy.

A second concern relates to the high cost of green energy production. Experts argue that even in economically and technologically advanced Western countries, green energy remains secondary to traditional energy sources. For Uzbekistan, unless production costs are significantly reduced—a process that could take considerable time—green energy may remain a luxury rather than a feasible primary energy source.

A third challenge, even if the first two are successfully addressed, is the region’s increasingly arid climate. Uzbekistan is already experiencing the adverse effects of sandstorms and similar natural phenomena, which disrupt the operations of solar panels and wind turbines. If these trends persist, they could undermine Uzbekistan's ability to achieve economies of scale, a key factor for reducing costs through the mass production of green energy. This climatic volatility poses a significant risk to the long-term viability of Uzbekistan's green energy ambitions.

CONCLUSIONS: Uzbekistan's potential success in transforming its significant green energy potential into practical achievements could yield substantial multidimensional benefits for both the country and the broader region. However, achieving this outcome requires effectively addressing two interdependent challenges.

The first is tackling endemic corruption and the ineffective management of resources—longstanding issues that have plagued Uzbekistan and its leadership since before the collapse of the Soviet Union. Although President Mirziyoyev has initiated reforms, progress in combating these systemic problems remains insufficient.

The second challenge is Uzbekistan's strengthening ties with Russia, which could hinder its ambitious initiatives. Russia has little interest in supporting Uzbekistan's economic growth or its transition to a cleaner energy mix. Moreover, Moscow is unlikely to favor efforts to enhance intra-regional economic and political cooperation, as these developments would bolster Central Asia's autonomy and reduce its dependence on Russia. Addressing these issues is critical for Uzbekistan to realize its green energy ambitions and contribute to regional development.

AUTHOR’S BIO: Dr. Sergey Sukhankin is a Senior Fellow at the Jamestown Foundation and the Saratoga Foundation (both Washington DC) and a Fellow at the North American and Arctic Defence and Security Network (Canada). He teaches international business at MacEwan School of Business (Edmonton, Canada). Currently he is a postdoctoral fellow at the Canadian Maritime Security Network (CMSN).

By Syed Fazl-e-Haider

China is moving forward with the long-delayed 523-kilometer railway connecting Kashgar in northwest China to Kyrgyzstan and Uzbekistan as part of its Belt and Road Initiative (BRI). The China-Kyrgyzstan-Uzbekistan (CKU) railway, proposed in the 1990s, officially began construction on December 27 in Jalalabad, Kyrgyzstan. This route offers a faster, cheaper alternative to existing connections between China and Europe via Kazakhstan and Russia.

Excluding Russia from the project has drawn criticism from Moscow, which views Central Asia as its sphere of influence. However, Russia, heavily reliant on China due to Western sanctions over its 2022 Ukraine invasion, is unable to oppose the development.

The CKU railway, seen as a regional game-changer, promises to enhance trade and connectivity across Central xAsia. However, it also raises security concerns, as the route may facilitate cross-border activities of drug traffickers, terrorist groups, and militant organizations.

BACKGROUND:  The CKU railway, first conceived in 1997, faced significant delays due to financial, political, technical, and geopolitical challenges. A major obstacle was political instability in Kyrgyzstan, which stalled progress for 15 years. The project was revitalized in 2012 following a visit to Beijing by then-Kyrgyz President Almazbek Atambayev, renewing momentum for this strategic initiative under China’s Belt and Road Initiative.

Geopolitical factors also contributed to delays in the CKU railway project. Kazakhstan and Russia opposed the new route connecting China to Europe, as they benefited significantly from the existing northern corridor via Russia, which generated substantial revenue. Concerns over losing this economic advantage fueled their resistance. Financing the mega-project was another major challenge. In 2023, reports emerged suggesting the CKU railway’s postponement for an indefinite period due to unresolved funding issues.

Technical complexities have also hindered the execution of the CKU railway project. A key issue is the incompatible railway gauges between China and Central Asian countries. While China uses a standard gauge of 1,435 mm, Kyrgyzstan and Uzbekistan rely on a broader gauge of 1,520 mm. This mismatch has posed significant logistical and engineering challenges to the project's implementation.

Another factor contributing to delays was the failure of participating countries to reach a consensus on the railway route due to conflicting interests. China and Uzbekistan favored a southern route, which offered shorter and faster transit to Europe. In contrast, Kyrgyzstan advocated for a northern route that, while longer and more expensive, would connect the north and south of Kyrgyzstan, fostering development and boosting its economy. Ultimately, under pressure from China and Uzbekistan, Kyrgyzstan conceded to the shorter and less costly southern route.

In May 2023, China and Kyrgyzstan reached an agreement to commence the CKU railway project during an official visit by the Kyrgyz President to Beijing, with the China Railway Construction Corporation completing a feasibility study the same year.

In June 2024, officials from China, Kyrgyzstan, and Uzbekistan signed a trilateral agreement to implement the project, establishing a robust legal framework for constructing the railway. The line will begin in Kashgar, Xinjiang, pass through Kyrgyzstan, and extend into Uzbekistan, with future plans for extensions to West and South Asia.

After nearly three decades of deliberation, the CKU rail corridor is now progressing. The project promises to reduce freight transit times by one week and shorten the China-Europe route by 900 kilometers, marking a significant milestone in regional connectivity.

IMPLICATIONS: Beijing's decision to advance the CKU railway project represents a strategic masterstroke, poised to deepen China's influence across Central Asia and beyond. The initiative comes at a critical juncture, as Russia remains embroiled in the Ukraine conflict and faces crippling Western sanctions, creating a vacuum in the region's geopolitical landscape.

The CKU railway will allow China to transport goods to Europe seven to eight days faster than existing land routes by providing a direct, efficient corridor to the continent. This development not only strengthens China’s connectivity but also enhances its role as a dominant trade and infrastructure player in the region.

In the future, the CKU railway could become a central hub for rail connectivity in Asia, linking Central Asia with South and West Asia. Once completed, the railway may be expanded east-west or north-south by integrating it with other countries' rail networks. Potential extensions include a route from Uzbekistan to Pakistan through Afghanistan. Additionally, Uzbekistan's existing connections with Turkmenistan and Iran could position the CKU railway as one of the shortest routes between China and Western Europe.

With the CKU corridor operational, Uzbekistan and Kyrgyzstan are set to emerge as vital transit countries for Chinese exports. Both nations stand to gain significant economic benefits from transit fees, enhancing their economic roles in regional and global trade.

As a pivotal element of China’s Belt and Road Initiative (BRI), the CKU railway represents a strategic project to enhance China's connectivity with Central Asia. This landmark railway will traverse the challenging terrain of western China and Kyrgyzstan’s highest mountains, linking the railway networks of China, Kyrgyzstan, and Uzbekistan. In its final phase, the project aims to integrate with railway systems in Europe, Turkmenistan, Iran, and Türkiye.

The CKU rail corridor is poised to boost regional trade, foster economic cooperation, and provide the landlocked nations of Kyrgyzstan and Uzbekistan with critical access to global markets. Furthermore, the project will deliver essential infrastructure to both countries, strengthening their economic resilience and regional standing.

The CKU railway project is estimated to cost US$ 8 billion, with US$ 4.7 billion allocated for constructing the Kyrgyz section. Given Kyrgyzstan’s GDP of $9 billion, this expenditure represents a significant economic burden. As a result, the financially constrained country has sought a US$ 2.35 billion loan from China to fund its portion of the project, raising concerns about Kyrgyzstan potentially falling into a Chinese debt trap.

Once completed, the CKU railway will allow China to transport goods to Europe seven to eight days faster than existing land routes. Geopolitically, this project is crucial for China, offering an alternative to the current route through Russia and reducing reliance on Moscow for trade with Europe.

On the other hand, the CKU railway raises significant security concerns as it will pass through opium-producing areas, potentially creating a new route for drug smuggling. The corridor could also facilitate the cross-border movement of terrorist and militant groups. This poses a particular threat to China’s Xinjiang province, which has been targeted by separatist and Islamic extremist groups. The railway’s potential to exacerbate regional security challenges underscores the need for robust measures to address these risks.

CONCLUSIONS: The CKU railway has the potential to be a transformative project for Central Asia, elevating the region’s significance as a transit hub between China and Europe. It marks the realization of Beijing’s decade-long ambition to expand its connectivity with Eurasian countries.

The ongoing Ukraine war and Western sanctions against Russia, following its 2022 invasion of Ukraine, have further amplified the importance of the CKU corridor. This new route provides an alternative to the Northern Corridor through Russia, currently the primary transit route between East and West, thereby diminishing Moscow’s strategic relevance in regional trade.

Geopolitically, Beijing views the timing as opportune to advance the CKU railway project in Russia's so-called backyard, leveraging the Kremlin’s preoccupation with the Ukraine war. The launch of this mega project is poised to enhance China’s influence in Central Asia, potentially shifting the balance of power between Beijing and Moscow in the region.

However, the project carries significant security risks. The presence of drug smugglers and militant groups in the region raises concerns that the CKU corridor could be exploited by these armed groups, further complicating Central Asia's already fragile security environment.

AUTHOR’S BIO: Syed Fazl-e-Haider is a Karachi-based analyst at Wikistrat. He is a freelance columnist and the author of several books. He has contributed articles and analysis to a range of publications. He is a regular contributor to Eurasia Daily Monitor of Jamestown Foundation  Email, This email address is being protected from spambots. You need JavaScript enabled to view it. .